bXJkZXV4QGludGVybm9kZS5vbi5uZXQ=@aviationusenet.com (JB) writes: Paul, my understanding is that the failure you mention is the normal failure ... It's rather hard to indict the tank itself for that situation. As JB has noted, there sure does not seem to be a lot of data on circumferential cracking. The only mentions I find are on big boilers; along a welded seam. The 6351/SLC cracking ...
.... But they can not have a DOT sticker if it's not up to date. The safety engineer I spoke two was not aware of any history of body failures such as it appears Qantas/JB experienced. Some SCUBA tanks of one aluminum alloy were infamous for splitting, but other than that.... I also asked about acetylene cylinders exploding on shock input [such as dropping five stories..] but that person ...
nospam@usenet.fake (JB) writes: In fact, I could see a automagic decent upon cabin pressure loss. Assuming the crew is still conscious, they could override it as required; but if they were not, the idea is the same as above, that they would regain consciousness at the lower altitude. [There are likely major downsides to such, but I've not thought of them yet..] I think...
... option from every altitude and the emergency checklist reflects the best SOP. There is a graph in the manuals, but it sure isn't something you're going to look at on the day. Let's see..find checklist, get page, read options...'oh, you want the descent today!'. The gear can be used, but you would need to lose around 50 kias before being able to select it. Overall effect ...
nospam@usenet.fake (JB) writes: BTW: What does the L/R isolation valve control, mask O2 source? Isolation valves control the wing bleed air ducts. Turning them both off is a way of controlling some particular failures, though not really relevant in this case...but it is the first item in the checklist after getting onto oxygen. As in supply air to the HVAC system; or bleed air ...
JB wrote... Airspeed for the descent...well you have a couple of choices. Max speed will get you down fastest, but has structural integrity issues. Current speed will give you a pretty quick entry, but will be slower than a faster speed, but with less structural risk. A speed reduction will delay the descent start, but has the least structural risk. I s'pose that if the O2 ...
...paramount. You don't know what condition that the aircraft is in. And I would have imagined that JB and the lads wouldn't be fully aware of what happened anyway. And I just thought ...system was compromised; suppose the cockpit feed fails during the descent? I'd assume there are But JB may not have been aware of this, either. Just that an earth shattering (or cabin shattering) kaboom...
nospam@usenet.fake (JB) writes: Firstly, work out what on earth is happening... Oxygen masks on, (which means headset off, mask on, and then headset back on) (and if flying manually, change hands twice) Make sure we can actually talk to each other Turn the isolation valves off Check what the cabin/pressurisation is actually doing (not relevant in this case) Turn the passenger ...
...what the cylinder actually did. The article said that the cy. shot up...to the preliminary report on the ATSB web site: http://tinyurl.com/6yly7ahttp://www.atsb.gov.au/publications/investig...... -- Read the latest aviation news...said in first post on this incident . They were/ are  bloody lucky ...and training Still a lucky day JB, Well done and all that, ...
"JB" <nospam@usenet.fake> wrote in message news:g9ldii$5ds$1@aioe.org... I did a sim exercise shortly after, and even knowing it was about to happen, we were only a few seconds faster. I thought it would, overall, be faster, but it does take time to actually do the things that need to be done... More to the point the PIEV* time regarded as average is 1.3 seconds. Ie, if it's...
