Edu escribió:...Muchos MATARíAN por ese minuto y medio...
...Yo entre ellos...
Yo no
Es mejor no haberlo catado. Es como volar en 1ª clase. Es mejor no haber volado nunca ahi porque cuando vuelas, despues es mucho mas duro volvera turista.
Moderadores: Lepanto, poliorcetes, Edu, Orel
Edu escribió:...Muchos MATARíAN por ese minuto y medio...
...Yo entre ellos...
polluelo escribió:Tampoco es para tanto, en el Efa no porque me pilla un poco mayor pero en otros (con S final) ........
Orel escribió:(..) o echaban la pota, según fuera el vuelo (..)
dicen las malas lenguas que lo "tradicional" es que el "paquete" termine potando , para lo cual, a veces, el piloto se tiene que "esmerar" con las maniobras si el pasajero es bastante resistente al mareo ....
Claro, que eso es lo que dicen las malas lenguas
By Craig Hoyle
As the first two Eurofighter operators have returned their aircraft to normal operational use following a safety scare, ejection seat manufacturer Martin-Baker has commented on the issue for the first time.
While the UK company declines to talk specifically about the 24 August accident during which a Royal Saudi Air Force pilot was killed after ejecting from a Eurofighter in Spain, it says the mishap was not the result of any design fault.
The Mk16A seat producer says it was not contacted by Spanish authorities to assist in their investigation into the incident. But it “has not received any communication from the Spanish authorities to indicate that a deficiency in either the ejection seat, or pilot parachute harness was the cause of the death of the pilot.â€
The accident destroyed one of Spain's twin-seat trainers
All six Eurofighter users halted or restricted operations with their aircraft as a result of the Spanish accident, and so far only the Austrian air force and UK Royal Air Force are known to have resumed normal activities, including training sorties.
The RAF attributed its decision to resume operations on 20 September to assessments of the Mk16A's seat harness, with the work supported by BAE Systems, Martin-Baker and Qinetiq.
“As a result of these assessments they concluded that under certain conditions, the quick release fitting could be unlocked using the palm of the hands, rather than the thumb and fingers and that this posed a risk of inadvertent release,”Martin-Baker says.
A modification was rapidly developed and approved “to eliminate this riskâ€, and is now being fitted to Typhoon seats, it adds.
An industry source says Germany, Italy and Spain are expected to resume Eurofighter flights in late September, although the latter two will perform quick reaction alert sorties with their aircraft if required before this time. The current operational status of Saudi Arabia's Typhoon fleet is unclear.
A ver, info de 1ª mano directa de EADS..... ....algún dia os diré como lo he conseguido.
El accidente del Tifón de Morón, fue por que el avión al despegar no pasó como debería del modo suelo al modo vuelo, para lo que configura una serie de parametros para que el avión vuele correctamente, levantando violentamente el morro hasta la casi vertical, para acto seguido bajar el morro en dirección al suelo....todo ello a 300 pies.
El piloto saudí fue el que activó la anilla de eyección disparando los dos asientos, que salieron correctamente, pero el enganche de sus atalajes con el paracaidas falló saliendo despedido del asiento sin paracaidas y falleciendo por desgracia.
El piloto español salió ileso.
Se está investigando si fue fallo de material o fallo de no enganchar correctamente el propio piloto sus atalajes a esa pieza central donde confluyen las cintas del arnes de 5 puntos, lógicamente se está investigando tanto el arnés y su sujección, como el porqué el avión no se puso automaticamente en modo vuelo.
De la IIIB...que es una cosa política y no se sabe si habrá o no, en EADS son pesimistas.
Arabia Saudí tiene a 6 pilotos entrenandose para el Tifón, 2 en Alemania, 2 en Italia, y 2 (1) en España, evaluando donde van a hacer la instrucció el resto de pilotos saudies de estas pruebas, pruebas que pagan religiosamente Arabia a el EA en nuestro caso,ahí EADS ni pincha ni corta, y el Tifón perdido nos lo comemos con papas, a GB no han mandado por que al parecer estan hasta los egss tanto de las imposiciones británicas, como del "robo" al que son sometidos, al parecer cobran el doble por piloto formado, y aun que perras no les faltan, al parecer no hay feeling,
Del AESA......que ni si ni no si no todo lo contrario, los british quieren imponer lo suyo, y hacen falta perras para eso, perras que de momento no hay.
Que el radar actual del Tifón es una pasada pero da bastantes fallos, y que en los DACT 2010, no falló ni una, y les dimos a los americanos hasta en el cielo de la boca....
Y el FLIR PIRATE, al parecer será muy bueno, pero aun está en proceso de integración, por lo que no rula al 100%
Ah... y que los ingleses son unos hp....
Fuente: las cocinas de EADS CASA.....
Y mas cosas que iré diciendo...
(...) y el Tifón perdido nos lo comemos con papas, (...)
By Con Coughlin
Published: 7:00AM BST 25 Sep 2010
...
This week I experienced the professionalism and skill of our Typhoon pilots when I participated in a training exercise to intercept a light aircraft over northern England. By far the most impressive part was the awesome power of the Typhoon itself.
I was fitted with a flying suit to protect me from the powerful G-forces generated at take-off or when the aircraft makes a sharp manoeuvre, which can cause black-outs. I was certainly grateful for the protection as we taxied onto the runway and prepared to take-off. With the pilot applying full throttle, the plane had travelled less than 100 metres before it turned sharply and soared almost vertically into the cloudless sky, pressing my body hard against the seat.
Now I know what it feels like to be an astronaut being launched into space. The ground crew had helpfully provided me with four sick bags in case the force caused an adverse reaction, but thankfully they were not necessary.
Within seconds we were levelling out at around 5,000 feet and scanning the horizon over Humberside International Airport with the help of the radar tracking device in the cockpit. The target was immediately identified, and we turned sharply to intercept. At one point we slipped through the sound barrier and reached a speed of Mach 1.3, but the only sensation in the cockpit was that of a gentle nudge forward. Indeed, once we reached cruising altitude the sensation was not dissimilar to driving a top-of-the-range BMW.
In no time we had intercepted the small Cessna training aircraft, which immediately agreed to land at a nearby airfield. Having escorted the Cessna out of harm's way, the Typhoon turned in a sharp arc and soared skywards for air-to-air refuelling with an RAF tanker.
...
Having flown a combat training mission in a Typhoon, and seen the devastating array of weapons it has at its disposal, it is certainly reassuring to know that our skies are protected by such a powerful war machine.
The Typhoon has been the object of much criticism from its detractors in the military, who regard it as a costly Cold War relic with no relevance for the combat operations Britain has undertaken in Iraq and Afghanistan. It is also fiendishly expensive. Each aircraft costs £69 million, and officials estimate it costs £90,000 per hour to keep it in the air. Not surprisingly, the Treasury is casting covetous glances at the RAF's 65-strong Typhoon fleet in its desperate search for budget cuts.
But cutting back on the Typhoon would, I believe, be counter-productive. The aircraft has been modified to give it a highly effective ground attack capability, as well as its traditional interceptor role. It is so fast that it could comfortably escape from any enemy missile fired at it, and just one aircraft can carry the same weapons load as two of the old Jaguar ground attack bombers and one Tornado interceptor. If the government must make cuts to the defence budget, it must not be at the Typhoon's expense.
Usuarios navegando por este Foro: No hay usuarios registrados visitando el Foro y 0 invitados