From: Carol
Date: 12/19/2014 10:50:25 AM
Subject: How to contact ESC .. menu options
How to Contact
the DELTA Employee Service Center (ESC)
May 12, 2014
Retirees / Survivors
How to Contact the Employee Service Center - Full Size Information Card (print off attached)How to Contact the Employee Service Center - Pocket Size Information Card (print off attached)
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From: George
Date: 12/23/2014 9:09:10 AM
Subject: EAL: "It's Back!?
"
Go tell ALPA pilots Those
who pass on by That here--obedient to their laws
We lie
REAL Pilots March 1989
(Apologies to the Spartans
from Greece)
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From: George
Date: 12/30/2014 5:50:51 PM
Subject: Airbus AD
Think about this one.
This is what to expect as the
airlines continue to allow Airbus to design airliners that the last decision
making authority aboard is the computer, not the Captain. Am I wrong? Ask
Sullenberger. Ask the French A320 test pilot that flew into the woods making a
low pass, but could not climb out. Why does Airbus design such airliners? It
accomodates third world trained pilots to get by flying an airliner.
Lufthansa A321 near Bilbao on Nov 5th 2014, loss of 4000 feet of altitude
A Lufthansa Airbus A321-200,
registration D-AIDP performing flight LH-1829 from Bilbao,SP (Spain) to Munich
(Germany) with 109 people on board, was climbing through FL310 out of Bilbao
about 15 minutes into the flight at 07:03Z, when the aircraft on autopilot
unexpectedly lowered the nose and entered a descent reaching 4000 fpm rate of
descent. The flight crew was able to stop the descent at FL270 and continued
the flight at FL270, later climbing to FL280, and landed safely in Munich about
110 minutes after the occurrence.
The French BEA reported in their weekly bulletin that the occurrence was rated a serious incident and is being investigated by Germany's BFU.
The occurrence aircraft remained on the ground in Munich for 75 hours before resuming service on Nov 8th.
The Aviation Herald learned that the loss of altitude had been caused by two angle of attack sensors having frozen in their positions during climb at an angle, that caused the fly by wire protection to assume, the aircraft entered a stall while it climbed through FL310. The Alpha Protection activated forcing the aircraft to pitch down, which could not be corrected even by full back stick input. The crew eventually disconnected the related Air Data Units and was able to recover the aircraft.
Following the occurrence EASA released emergency airworthiness directive 2014-0266-E_1 stating:
An occurrence was reported where an Airbus A321 aeroplane encountered a blockage of two Angle Of Attack (AOA) probes during climb, leading to activation of the Alpha Protection (Alpha Prot) while the Mach number increased. The flight crew managed to regain full control and the flight landed uneventfully.
When Alpha Prot is activated due to blocked AOA probes, the flight control laws order a continuous nose down pitch rate that, in a worst case scenario, cannot be stopped with backward sidestick inputs, even in the full backward position. If the Mach number increases during a nose down order, the AOA value of the Alpha Prot will continue to decrease. As a result, the flight control laws will continue to order a nose down pitch rate, even if the speed is above minimum selectable speed, known as VLS.
This condition, if not corrected, could result in loss of control of the aeroplane.
The EASA requires as immediate emergency action that the flight crew operating manuals must be amended with a procedure to keep only one Air Data Reference Unit operative and turning the other two off in following cases:
- the aircraft goes into a continuous nose down pitch movement that can not be stopped by full backward stick deflection
- the Alpha Max (red) strip completely hides the Alpha Prot strip (black/amber) without increase in load factor
- the Alpha Prot strip rapidly changes by more than 30 knots during flight maneouvers with increase in load factor while autopilot is on and speedbrakes are retracted
The French BEA reported in their weekly bulletin that the occurrence was rated a serious incident and is being investigated by Germany's BFU.
The occurrence aircraft remained on the ground in Munich for 75 hours before resuming service on Nov 8th.
The Aviation Herald learned that the loss of altitude had been caused by two angle of attack sensors having frozen in their positions during climb at an angle, that caused the fly by wire protection to assume, the aircraft entered a stall while it climbed through FL310. The Alpha Protection activated forcing the aircraft to pitch down, which could not be corrected even by full back stick input. The crew eventually disconnected the related Air Data Units and was able to recover the aircraft.
Following the occurrence EASA released emergency airworthiness directive 2014-0266-E_1 stating:
An occurrence was reported where an Airbus A321 aeroplane encountered a blockage of two Angle Of Attack (AOA) probes during climb, leading to activation of the Alpha Protection (Alpha Prot) while the Mach number increased. The flight crew managed to regain full control and the flight landed uneventfully.
When Alpha Prot is activated due to blocked AOA probes, the flight control laws order a continuous nose down pitch rate that, in a worst case scenario, cannot be stopped with backward sidestick inputs, even in the full backward position. If the Mach number increases during a nose down order, the AOA value of the Alpha Prot will continue to decrease. As a result, the flight control laws will continue to order a nose down pitch rate, even if the speed is above minimum selectable speed, known as VLS.
This condition, if not corrected, could result in loss of control of the aeroplane.
The EASA requires as immediate emergency action that the flight crew operating manuals must be amended with a procedure to keep only one Air Data Reference Unit operative and turning the other two off in following cases:
- the aircraft goes into a continuous nose down pitch movement that can not be stopped by full backward stick deflection
- the Alpha Max (red) strip completely hides the Alpha Prot strip (black/amber) without increase in load factor
- the Alpha Prot strip rapidly changes by more than 30 knots during flight maneouvers with increase in load factor while autopilot is on and speedbrakes are retracted
Kinda makes you wonder what really happened to Air
Asia. If you cant override the computer, you better be good at IT if your
flying an Airbus!
This is the incident that triggered the Airbus AD:
http://www.aeroinside.com/item/4946/lufthansa-a321-near-bilbao-on-nov-5th-2014-loss-of-4000-feet-of-altitude
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Airbus Fleet??? 12/30/14
Having piloted for Delta
Air Lines for 33 years, I have seen the safety and reliability of Douglas,
McDonnell, Boeing and Lockheed aircraft and now hear that Management intends to
furnish the fleet with Airbus aircraft. What on earth are they thinking?! The
fly by wire control systems are suspect at least for safety and reliability.
I would hope that we veterans of the sky let Delta know that they are being penny wise and pound foolish in their decision. Dave Randolph
I would hope that we veterans of the sky let Delta know that they are being penny wise and pound foolish in their decision. Dave Randolph
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