Things you always wanted to know the answer to [Vol. 3]
Discussion
Speed 3 said:
RammyMP said:
Since Monarch went bust, what's happened to their planes? I thought they were all leased, have the owners leased them out again or are they parked up somewhere? If they are parked, where do they leave them?
Cheers!
Yes all leased. They went off to low-cost parking airports with maintenance/repaint capability until re-leased to another operator. Several in Shannon and Ostrava. Same story with any repo's usually. Some may already have new customers due their leases due to expire anyway or lessors knowing they were at risk. More likely to be outside of Europe tho', most operators here prefer taking additional aircraft in spring rather than start of winter.Cheers!
Putting aside the obvious issues of accessing the airport, tracking and what you'd do with it, how easy is to TWOC an Airbus ?
StevieBee said:
On the same vein...do they have 'keys'.
Putting aside the obvious issues of accessing the airport, tracking and what you'd do with it, how easy is to TWOC an Airbus ?
Not these days, but there was a symbolic "key" when I was involved in the delivery of a 747-400 from Boeing many moons ago, no ignition barrel to put it in tho'. The invoice was interesting, exported to Boeing Guam then onto an offshore spot in the middle of the North Sea. Was quite an eye watering final payable even back then.Putting aside the obvious issues of accessing the airport, tracking and what you'd do with it, how easy is to TWOC an Airbus ?
TWOC perfectly doable in theory but airside security, ATC, knowledge required, pilot willing to risk it all and then high likelihood of being shot down by a Typhoon even if you got airborne these days make it only remotely possible. Flight Deck doors aren't locked when not under control of an on-board flight crew for Maintenance/Ground Handling reasons. There was a 727 stolen in Africa a few years ago, only one I'm aware of (big jet stuff, sure its happened with GA):
https://en.wikipedia.org/wiki/2003_Boeing_727-223_...
Edited by Speed 3 on Tuesday 24th October 18:33
Speed 3 said:
Yes all leased. They went off to low-cost parking airports with maintenance/repaint capability until re-leased to another operator. Several in Shannon and Ostrava. Same story with any repo's usually. Some may already have new customers due their leases due to expire anyway or lessors knowing they were at risk. More likely to be outside of Europe tho', most operators here prefer taking additional aircraft in spring rather than start of winter.
Cheers!Speed 3 said:
Not these days, but there was a symbolic "key" when I was involved in the delivery of a 747-400 from Boeing many moons ago, no ignition barrel to put it in tho'. The invoice was interesting, exported to Boeing Guam then onto an offshore spot in the middle of the North Sea. Was quite an eye watering final payable even back then.
Middle of the North Sea?Halmyre said:
Speed 3 said:
Not these days, but there was a symbolic "key" when I was involved in the delivery of a 747-400 from Boeing many moons ago, no ignition barrel to put it in tho'. The invoice was interesting, exported to Boeing Guam then onto an offshore spot in the middle of the North Sea. Was quite an eye watering final payable even back then.
Middle of the North Sea?
MartG said:
Halmyre said:
Speed 3 said:
Not these days, but there was a symbolic "key" when I was involved in the delivery of a 747-400 from Boeing many moons ago, no ignition barrel to put it in tho'. The invoice was interesting, exported to Boeing Guam then onto an offshore spot in the middle of the North Sea. Was quite an eye watering final payable even back then.
Middle of the North Sea?Speed 3 said:
MartG said:
Halmyre said:
Speed 3 said:
Not these days, but there was a symbolic "key" when I was involved in the delivery of a 747-400 from Boeing many moons ago, no ignition barrel to put it in tho'. The invoice was interesting, exported to Boeing Guam then onto an offshore spot in the middle of the North Sea. Was quite an eye watering final payable even back then.
Middle of the North Sea?MartG said:
There was also a tendency for their propellers to fall off as they approached Mach 1
Squadron Leader Anthony F Martindale's Mark XI after a high speed dive to Mach 0.92
What on earth is it like for the pilot to cope with an engine failure in that situation?Squadron Leader Anthony F Martindale's Mark XI after a high speed dive to Mach 0.92
"On the plus side I've got plenty of airspeed, in fact I'm probably going faster than any pilot in history, on the minus side I'm going straight down. No need to feather the prop, in fact drag should be very low, on the other there might be C of G issues."
StevieBee said:
Speed 3 said:
RammyMP said:
Since Monarch went bust, what's happened to their planes? I thought they were all leased, have the owners leased them out again or are they parked up somewhere? If they are parked, where do they leave them?
Cheers!
Yes all leased. They went off to low-cost parking airports with maintenance/repaint capability until re-leased to another operator. Several in Shannon and Ostrava. Same story with any repo's usually. Some may already have new customers due their leases due to expire anyway or lessors knowing they were at risk. More likely to be outside of Europe tho', most operators here prefer taking additional aircraft in spring rather than start of winter.Cheers!
Putting aside the obvious issues of accessing the airport, tracking and what you'd do with it, how easy is to TWOC an Airbus ?
(Although they've never nabbed anything as big as an Airbus)
Very straightforward to TWOC an Airbus, putting aside the issues you mention, as long as there is enough battery power to start the APU. There is no "starter key" you just need to know what buttons to press in which order.
Exposing my ignorance of a far away land, but why is mongolia still there? It has China on one side and Russia/the USSR on the other. It's been a long time since Ghengis Khan was a threat- has it always been a sort of "neutral zone" between the two powers, or is it just such a terrain nightmare that neither side fancied having a bite?
Dr Jekyll said:
MartG said:
There was also a tendency for their propellers to fall off as they approached Mach 1
Squadron Leader Anthony F Martindale's Mark XI after a high speed dive to Mach 0.92
What on earth is it like for the pilot to cope with an engine failure in that situation?Squadron Leader Anthony F Martindale's Mark XI after a high speed dive to Mach 0.92
"On the plus side I've got plenty of airspeed, in fact I'm probably going faster than any pilot in history, on the minus side I'm going straight down. No need to feather the prop, in fact drag should be very low, on the other there might be C of G issues."
Apparently the pilot knew nothing about it as he was unconscious at the time. Only when he woke up again did he have to deal with it.
This is what I found:
BBC article said:
In April 1944, Squadron Leader Anthony F Martindale, put the exact same Mark XI Spitfire into a dive. This time, the reduction gear designed to limit its speed failed. The propeller ripped off and the diving aircraft reached more than 620mph (1,000km/h) – Mach 0.92 – as it plunged towards the ground.
Martindale was saved by simple physics. With the heavy propellers wrenched off, the aircraft was now tail-heavy, and this change in the centre of gravity forced it to climb up from the dive at great speed. Martindale was knocked unconscious from the stress of the climb, and woke to find his aircraft flying at 40,000ft (13 kilometres). Somehow he managed to glide the aircraft back to his base, and emerged unscathed. The stress of the plane’s dive had bent the wings, giving them a slightly swept shape – the kind of shape that would eventually help other aircraft travel through the sound barrier.
Martindale was saved by simple physics. With the heavy propellers wrenched off, the aircraft was now tail-heavy, and this change in the centre of gravity forced it to climb up from the dive at great speed. Martindale was knocked unconscious from the stress of the climb, and woke to find his aircraft flying at 40,000ft (13 kilometres). Somehow he managed to glide the aircraft back to his base, and emerged unscathed. The stress of the plane’s dive had bent the wings, giving them a slightly swept shape – the kind of shape that would eventually help other aircraft travel through the sound barrier.
That last bit sounds a little far fetched but underpants to Defcon 1 for any element of that story.
Source: http://www.bbc.com/future/story/20160505-the-spitf...
Edited by AstonZagato on Tuesday 24th October 22:39
glazbagun said:
Exposing my ignorance of a far away land, but why is mongolia still there? It has China on one side and Russia/the USSR on the other. It's been a long time since Ghengis Khan was a threat- has it always been a sort of "neutral zone" between the two powers, or is it just such a terrain nightmare that neither side fancied having a bite?
It is a bit of an oddity.Up until the early 90s it was a Russian 'satellite' state (independent but sort of connected). It then moved away from communism and adopted free market economics but is still more Russian than Chinese. So, the Chinese wouldn't want to upset the Russians by staking a claim and if the Russians wanted it back, there wouldn't be much in the way of opposition, even (probably) from mongolia itself; free market economics has yet to fully take off.
It has some impressive amounts of mineral wealth but extraction and transportation makes what's in the ground very expensive compared to that found elsewhere. As such, it doesn't really have much of what anyone wants.
LordJammy said:
227bhp said:
Can the house spiders I throw out at this time of the year survive outside?
I have lots of spider questions....
Spiders are good for you. They eat all the things that are bad for you. Be nicer to spiders they’re good guys.I have lots of spider questions....
Anyhow, back to my question...
BBC article said:
In April 1944, Squadron Leader Anthony F Martindale, put the exact same Mark XI Spitfire into a dive. This time, the reduction gear designed to limit its speed failed. The propeller ripped off and the diving aircraft reached more than 620mph (1,000km/h) – Mach 0.92 – as it plunged towards the ground.
Martindale was saved by simple physics. With the heavy propellers wrenched off, the aircraft was now tail-heavy, and this change in the centre of gravity forced it to climb up from the dive at great speed. Martindale was knocked unconscious from the stress of the climb, and woke to find his aircraft flying at 40,000ft (13 kilometres). Somehow he managed to glide the aircraft back to his base, and emerged unscathed. The stress of the plane’s dive had bent the wings, giving them a slightly swept shape – the kind of shape that would eventually help other aircraft travel through the sound barrier.
That sounds like a nonsense. I can see the physics of the weight distribution turning a dive into a climb with an unconscious pilot.Martindale was saved by simple physics. With the heavy propellers wrenched off, the aircraft was now tail-heavy, and this change in the centre of gravity forced it to climb up from the dive at great speed. Martindale was knocked unconscious from the stress of the climb, and woke to find his aircraft flying at 40,000ft (13 kilometres). Somehow he managed to glide the aircraft back to his base, and emerged unscathed. The stress of the plane’s dive had bent the wings, giving them a slightly swept shape – the kind of shape that would eventually help other aircraft travel through the sound barrier.
But how much speed would be needed to climb to 40,000' without propulsion?
The opening altitude is unknown, granted, but we do know he'd already lost enough height to get to mach 0.92 before the problem started.
48k said:
Go and watch some episodes of "Airplane Repo"
(Although they've never nabbed anything as big as an Airbus)
Very straightforward to TWOC an Airbus, putting aside the issues you mention, as long as there is enough battery power to start the APU. There is no "starter key" you just need to know what buttons to press in which order.
And it is parked in a place you can "drive" out of - at most large airports I have been to, the aircraft are parked nose-in to the stand and require a tug/tractor to push them out into the taxiway before they can make way under their own engine power to get to the runway. (Although they've never nabbed anything as big as an Airbus)
Very straightforward to TWOC an Airbus, putting aside the issues you mention, as long as there is enough battery power to start the APU. There is no "starter key" you just need to know what buttons to press in which order.
Shakermaker said:
48k said:
Go and watch some episodes of "Airplane Repo"
(Although they've never nabbed anything as big as an Airbus)
Very straightforward to TWOC an Airbus, putting aside the issues you mention, as long as there is enough battery power to start the APU. There is no "starter key" you just need to know what buttons to press in which order.
And it is parked in a place you can "drive" out of - at most large airports I have been to, the aircraft are parked nose-in to the stand and require a tug/tractor to push them out into the taxiway before they can make way under their own engine power to get to the runway. (Although they've never nabbed anything as big as an Airbus)
Very straightforward to TWOC an Airbus, putting aside the issues you mention, as long as there is enough battery power to start the APU. There is no "starter key" you just need to know what buttons to press in which order.
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