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Aviation History
1990
1990 - 1843.PDF
LETTERS WHAT'S ON 17-29 July Exhibition, "Aviation Paintings of the Year". RAeS Gallery, 4 Hamilton Place, London Wl. Contact: The Secretary, 71 Bondway, Vauxhall Cross, London SW8 1SQ; tel: 071-735 0634. 16-20 July Course "Introduction to Avionics and Related Aircraft Sys tems", London. Contact: David Sweet ing, Queen Mary and Westfield Col lege, Mile End Road, London El 4NS; tel: +44 (071) 975 5190. 28-30 August Conference "World Aerospace and Air Transport to the Year 2000 and Beyond", London. Con tact: The Financial Times Conference Organisation, 126 jermyn Street, Lon don SW1Y 4UJ; tel: +44 (071) 925 2323; fax: +44 (071) 925 2125. 24-26 October Satelcomm '90, Bu charest, Romania. Conference and ex hibition on services and technologies related to space communications, sponsored by European Space Agency and Eutelsat. Contact: Johannesson and Associates, 10 rue Adames, L- 1114 Luxembourg, Grand Duchy of Luxembourg; tel: +352 45 84 73. 4-6 November Symposium "Transport Aircraft Marketing", Acapulco, Mex ico. Contact: Ms Lan Thomas, AVMARK, 1911 North Fort Myer Drive, Suite 1000, Arlington, Virginia 22209; tel: +1 (703) 528 5610. Institute of Safety and Systems Man agement courses. Los Angeles, USA: 1-12 October "Aviation Safety Pro gram Management". 15-19 October "Human Factors in Aviation". 22-23 October "Photography for Aircraft Ac cident Investigation". 24-25 October "Legal Aspects of Aviation Safety". 29 October-2 November "Helicopter Accident Investigation" 29 October-9 November "System Safety". Contact: ISSM, University of Southern Califor nia, 3500 South Figueroa Street, Suite 202, Los Angeles, California 9007; tel: + 1 (213) 743 6523. 19-21 February, 1991 Exhibition and conference: "Air Traffic Control '91", Maastricht, Holland. Contact: jane Hadfield, Expoconsult (UK), 8 Mar- tinfield Centre, Martinfield, Welwyn Garden City, Herts, UK, AL7 1HG; tel: +44 (707) 376565. 16-18 April, 1991 "Annual Aviation Maintenance and Ground Support Equipment Tradeshow and Confer ence" (AMTECH 91), Orlando, Flor ida, USA. Contact: Andry Montgomery and Associates, 6100 Dutchmans Lane, Louisville, Kentucky 40205; tel: + 1 (502) 473 1992. REUNIONS 1 September 24Sqn, RAF Lyneham. All former members of the Squadron. Contact: The Adjutant, 24 Squadron, RAF Lyneham, Chippenham, Wilts SN15 4PZ. 6 October 9Sqn, RAF College, Cranwell. Ex-Squadron members and their wives. Contact: Gp Capt A Fer guson, 1 Plantation Road, Cranwell, Sleaford, Lines NG34 8DY [2T2^T ^^no^amMWlW I I Revising a two-cre-w -quatiotv the accid) snt-Commenf 0^^ A KLM Boeing 747-400 suf fered a simultaneous flame- again an hour before the 747 ff ~ ""-"-<•"«• "ame- I arrived in the area, at night and >* ludofTr3^^ the "eW dld ™ realise th tt e headbned *>tn writing 1 ' K&L aU-eng«« **«*\ id Redoub(_ had N . (letters. '-» \ au nr(,vi,-,,,=i„ ,„„ about the . out over \ March) , Alaska ,.;«dds anot^e "thiseq^atwn It is (betters. demerit t The _ the schedule Amsterdam tc :horage, Ala passengers An Alaskan previously, porary closure the cloud . clear ' On a wing prayer and a SIR—The report lgine flame the KLM all- engine tiame-out over Alaska (Flight, 3-9 January, P 1 1) failed to mention that there were three crewmembers on the 747-400 Of flight safety and longevity... SIR—The statistics published by the International Federation of Airline Pilots Associations, quoted in the Daily Telegraph 30 March, 1990, must be of concern to airline pilots. Apparently 40% live beyond the normal retiring age, so it would seem prudent to let them continue work - if they are willing - and pass on the experience gained from a life time's career in pilot aviation. Although considered to be a rare occurence today, the most dangerous flight condition re mains the loss of thrust factor, whether a partial or complete failure of power units. The flight emergency systems must include a loss of power procedure with emphasis on, safe height and glide approach speeds to carry out a safe landing at an airport or a forced landing on open land or water. RL BROOK AVIATION PILOT, 31 Crookham Road Fleet Hants GU13 8DP Prayers for prevention? SJR—Captain Goday's advocacy of prayer as an effective means of avoiding the consequences of accidents is an interesting con cept (Flight 2-8 May, P37). Per haps we should introduce such an item in the emergency check list -"Prayers...said" (response by both pilots). As a flight engi neer, however, I tend to place more weight on man-made meas ures for the avoidance of man- made disasters. The advocacy of prayer suggests that solutions to flight safety problems are outside our control; a view with which I don't agree and which seems to The opinions expressed in these pages do not necessarily represent those of the Editor. Flight International cannot undertake to publish letters without name or address and reserves the right to select or edit letters. be an invitation to complacency. I believe most flight crew members would agree that the solution to Flight's notable equa tion (Flight 1 April, P3) is un likely to be significantly different if it were to read - "2+2+prayer=?". MARCJANSSEN Rue de Brocui 5903 Lathy Belgium Second needle needed SIR—Further to PH Jago's com ments on vibration indicators ("Telling the left from the right when flying", Flight 13-19 June, P88), would not a second needle pointer, which stuck at the high est value reached (as in mini mum and maximum thermome ters and, I. believe, 'g' meters), have shown the British Midland pilots exactly which engine had acted up - even when it had stopped doing so? Surely it would go on showing the prob lem engine until reset, giving pilots the evidence to correct a mistaken shutdown later? GAVIN LYALL 14 Provost Road London NW3 4ST NASA project ruled out hydrogen SIR—With reference to your thought-provoking editorial and article on hydrogen, (Flight 30 May-5 June, P3 and P14), NASA'S Lewis Research Centre in Cleveland operated a British- designed B-57 jet bomber on hydrogen about 40 years ago. I do not recall any unusual prob lems. Irving Pinkel was the engi neer in charge. The project was abandoned, as I recall, becuase the water vapour trails made the aircraft too visible to a potential adversary. About four years ago, WM Conrad successfully tested a small propeflor-driven Cessna on hydrogen fuel in Florida. He recently "folded his wings". JERRYLEDERER PRESIDENT EMERITUS Flight Safety Foundation 468 - D Calk Cadiz Laguna Hills California 92653 Rest periods reviewed SIR—E Borremans, Writing on the practice of pilots of long- range, two-crew aircraft leaving the cockpit for extended rest periods (Flight 9-15 May, P70), referred to FAR 91.7. This allows a pilot to leave his station;'for physiological needs. • V FAR 121.543 makes a diltinc- tion between leaving the cockpit for "physiological needs" -a eu- phenism for toilet visits - and "rest periods". In the latter case, the FAR requires that the va- catea seat must De occupied Dy properly qualified relief pilots. If the airline in question is allowing only one pilot to "mind the shop" during rest periods, it is violating FAR 121.543. Coun tries outside the USA are, of course, bound by their own national regulations. Neverthe less, in the event of an accident it may be embarrassing and per haps expensive to have to defend standards which could appear to be lower than those of the FAA. JEAN GOYCHMAN 32 Allee de la Bergerie Chevry 91190 Gifs/Yvette France FLIGHT INTERNATIONAL 27 June-3 July 1990 45
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