Text 16153, 143 rader
Skriven 2011-09-29 22:34:00 av Glen Jamieson
     Kommentar till en text av Michael Loo
Ärende: PARANOIA 955  10929
===========================
 -=> Quoting Michael Loo to Glen Jamieson <=-

 ML> Back in the olden days, the planes could be divested of their fuel.
 ML> I think that it was a 727 or DC-10 in which I saw this happen.
 GJ> That would have been long, long ago...
 ML> It was perhaps a decade ago, maybe a decade and half. But

The last time I saw a 727 in flight was in in Nauru in 1998.  It was a
NZ Air Force plane carrying members of parliament and their partners
on a "round the Pacific" jaunt.  As 727s had long been phased out of
commercial operation in this part of the world it was an unfamiliar
sight.  In its own way it was quite spectacular, with a steep climb
angle, and black smoke pouring from the pure jet engines.

 ML> the entire Boeing series up to at least the 757 can do this.
 ML> None of the 300-340 series can, though perhaps the 350 and
 ML> 380 have returned to sanity.

And the 787?
 
 ML> Airbuses are not equipped to do so either on the ground or in
 ML> the air, with the result that an Airbus in an emergency must
 ML> circle for a huge long time before landing, presumably because
 ML> some loony EU parliament members were afraid of hydrocarbon
 ML> droplets falling on their heads.
 GJ> Usually that is done over the sea, but in any case I would expect JP4
 GJ> to evaporate before hitting the ground.
 ML> 1. Not in European airspace. 2. Yes, but it then becomes an
 ML> upper tropospheric pollutant, potentially more dangerous than
 ML> surface contamination.

I wonder if the greenhouse gas effect of the vapourised diesel would
be greater than the same amount of fuel burnt to CO2?

 ML> Yes indeed. I was in an UAL 777 in which the same happened during
 ML> one of our gas crises. The airline elected to trust the landing
 ML> gear because of the cost of fuel. After an inspection of the
 ML> equipment, we went on our way.

What was the reason for the return and landing?
 
 GJ> free  hotel accommodation and meals.   The Qantas A380 that had that
 GJ> bit of bother near Singapore managed to dump a lot of its fuel -
 GJ> through the hole in the wing tank.
 ML> Interesting.

That, of course, was involuntary, and on one wing only, which made the
handling with a dead engine even more difficult.

 ML> Well, I always that that the EU was a piece of crap in most
 ML> ways, though making traditional enemies into economically
 ML> mutually dependent partners is a step toward paxilization -
 ML> plus having a walletful of three currencies (USD, GBP, EUR)
 ML> rather than ten is mighty convenient.

The last time I was in that part of the world I still had to carry or
change AUD, EUR, Polish Zlotys, Czech Crowns and Malaysian Ringits.
Euros were happily accepted by restaurants in Bratislava, Slovakia, as
most of the diners (including us) were day trippers from Vienna.
 
 ML> But there are denied boarding rules as well, so that people
 ML> bumped off the plane automatically receive a bandaid of $200
 GJ> Is that a general USAn rule, or just domestic?

 ML> USAn rule. The Europeans are in fact more generous.

And presumably are therefore more careful to avoid double booking.
 
 GJ> Enough front cabin meals are pre-prepared as to allow the nobs a good
 GJ> choice of menu, so there are always lots of left overs.
 ML> Actually, though that was true in the palmy old days, they are
 ML> beginning to shave things as close as possible, the calculus
 ML> involving upgraded vs. paid front passengers, historical
 ML> preferences of choices, and cetera. Today's flight did offer a
 ML> choice to all passengers, but in this case the choice was
 ML> limited to chicken salad or chicken sh...wrap.

Lo, how the mighty are fallen!  And the downtrodden peasants have to
pay for their stale sandwiches.
 
 GJ> So as there was no need to use the other runways, traffic was lighter

 ML> Not really. Runway use usually is more dependent on wind patterns
 ML> than on traffic. And BWI is a fairly relaxed airport, with normal
 ML> takeoffs every 2-3 minutes (contrasted with other east coast
 ML> airports, which block every 0.8-0.9 minutes and hope someone
 ML> cancels, which they usually do, to get to a safe minimum of a
 ML> minute or so).

I was amazed at the length of the queues at Chicago.  All those planes
with engines running, burning fuel...
 
I just heard that a Japanese domestic 737 rolled 130 degrees as result
of the co-pilot accidentally pressing the wrong switch.  Two FAs were
slightly injured.

MMMMM----- Recipe via Meal-Master (tm) v8.05
 
      Title: Chicago Silver Fizz
 Categories: Alcohol, Beverages
      Yield: 1 servings
 
           1/2 TB superfine sugar
    1/2 oz Lemon juice
      2 oz Old Tom Gin
      1    Egg white
           Club soda
 
  I'm not sure if the Silver Fizz was developed in Chicago, or if it
  was just popular for a time around 1883.
  
  In 1883, Fred Hildreth, head bartender at one of the Chicago's top
  salons, mentioned the Silver fizz to a man from the Tribune as one of
  the "popular fancy drinks" of the day. It would remain so for another
  forty years, during which it did yeoman service as a lifeline for the
  overhung. - David Wondrich
  
  The Silver Fizz is based on a regular fizz recipe, which is
  essentially a sweet and sour drink laced with club soda. But this one
  adds an egg white to the glass, which completely changes the dynamic.
  It adds a frothy layer to the cocktail, making it seem frivolous and
  fun. What could be better when the temperature tops 90?
  
  The only trick is to shake it like mad. The egg white will only reach
  optimal frothiness once it has been shaken for about a minute.
  
  The Silver Fizz
  
  Fill a glass 3/4 quarters full with ice. Add the sugar, lemon juice,
  gin, and egg white. Shake vigorously for at least a minute. Strain
  into a glass and top with club soda.
  
  From: David Wondrich's Imbibe!
  
  by Nick Kindelsperger
 
MMMMM
 

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