DIP Socket leakage.

Yeah, such a nice airline unless you're flying on it. Pilots that don't know how not to drive an airplane into the sea. The Air France one some years ago was the same deal--neither pilot could actually fly the plane unless everything was working. :(

Cheers

Phil Hobbs

Can't see drop box, but have you run the same test on printed wiring patterns lately?

RL

I've flown on Air Asia a whole bunch of times. No complaints-they're great folks. I don't think the airlines are the ones who decide the pilot training.

Like the Boeing repairs that killed 520 (mostly) Japanese people- that wasn't JAL's fault either.

--sp

Thanks George, I followed your Singapore problems with interest but missed the point about the breathe test to detect insulators that positively discourage the formation of a moisture film. Thanks to Phil Hobbs for explaning that! Confirms my prejudice against all Hi-Z circuits.

piglet

Legg, yeah I saw that later but didn't report any numbers. The pcb (FR4) I have showed leakage (between two adjacent dip pads) in the 10 G ohm range during the breathe test. That's about the same range as the sockets.. which might call into question my guess as to what's wrong. In my defense, I'll point out that when I discovered the socket problem I was doing the breath test on the real AD620 circuit. I could make it leak by breathing on the socket side while breathing on the (bare) pcb side did nothing... (or only very small things.)

Surface leakage would be fun to study in detail... but there is that whole getting paid part.

George H.

They don't decide the _minimum_ pilot training. Extra is better. Over here, pilots are required to do some minimum percentage of takeoffs and landings manually, for instance. Delta, the one airline whose internals I know something about, has required that for much longer than the FAA.

Cheers

Phil Hobbs

Considering the advanced age of their fleet (and flight crews) probably an excellent idea. ;-)

--sp

Den tirsdag den 1. december 2015 kl. 21.43.52 UTC+1 skrev Spehro Pefhany:

afair the was some concern a few years ago that with the number of pilots nearing retirement and the new rules for minimum experience there might be a problem finding enough pilots with required flight hours

-Lasse

According to CNN today:

"Our recommendation to AirAsia is to train their pilots flying the Airbus plane on how to make an upset recovery," investigator Nurcahyo Utomo said.

The AirAsia pilots had not been trained for that scenario, he added, because the manual provided by the plane's manufacturer said the aircraft, an Airbus 320, was designed to prevent it from becoming upset and therefore upset recovery training was unnecessary.

AirAsia has since required upset recovery training for its pilots, Utomo said.

Utomo also said the cockpit voice recorder showed confusing instructions from the captain to the co-pilot who was manning the controls at the time.

"The most interesting part that could be heard from the CVR is that whenever the plane went up, the captain said 'pull down.' ... To go down, the captain has to say 'push,' while to go up, the captain has to say 'pull' in reference to moving the side stick handle."

It certainly sounds as if more/better training about what to do when The Fewmets Hit The Ventilator would be appropriate.

To quote Bart Lee: "You hear people tell you that in a crisis, you'll rise to the occasion. It's not true. You'll sink to the level of your training and preparedness."

Ex-military pilots of that era at least had to know how to fly a damaged airplane. Comforting.

Cheers

Phil Hobbs

is hard to understand how a stall at 38000 feet end up with 228 dead

-Lasse

What are the airlines going to do if the supply of already-trained and seasoned ex-military pilots dries up because the air force fly boys are all sitting in bunkers in Nevada piloting drones for the AF (or covertly for the CIA for that extra bit of deniability)?

--sp

Huh? They hire them. They can train them any way they want, in excess of minimums, of course.

The rear bulkhead? It all started with a tail-dragging JAL pilot.

Boeing (badly) repaired the aircraft with their own people and told JAL it was airworthy. Gross negligence causing 520 deaths. Boeing refused to cooperate with the criminal investigation.

--sp

In fact their maintenance manager committed suicide over his failure to thoroughly check.

.... Phil

A single glance at the airspeed indicator would tell them it was time to roll off, fast, to get the nose down. Hell I know that and I'm not even a pilot.

The FRU failed 4 times during the last flight.

The first three times the fault was cleared using the recommended method. The last time, the CB reset method used by ground maintenance, was attempted. Both methods require the operator to leave his seat.

Makes you wonder just how much s*it you can throw at a civilian pilot before you should expect things to start going south.

You combine this with ascend and descend rates normally only seen during wind shear events........

It's sad, but the maintenance routine for fault reporting obviously needs revision. Even working perectly, faults have to be reported in the correct places (2) in the correct order (a then b) 7 times before an FRU like this is withdrawn from service.

RL

Yes, it seems maintenance swapped the FRU but were unaware that the true fault originated upstream in the RTLV, perhaps because there were similar faults in both RTLV channels.

What is worrying me is that during the stall there did not appear to be any indication of delta AOA so the pilots were not aware that their actions were not reducing the angle of attack.

piglet

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