JATO "bottles" have been in use since the late 1930's. The Doolittle Raid was a US ARMY AF operation using a US Navy carrier. A modern carrier may top 30KTS, tripling usual headwinds & aiding takeoff's.
I ask becaues I find myself going airlines to Europe more frequently in recent years and have always preferred AirFrance, despite my previous comments.
Last two trips have been on US carriers and both used AirBusses.
Humans have had to learn the same lessons over and over; looks like this is one of those deals.
I have learned a lot from these great discussions. My Dad was a USAF pilot & flight instructor. We in family are all lifelong pilots; but, of light aircraft.
When I go for my annual recurrency training, my elderly instructor always starts with basic flying and aircraft control, even occassionally covering the entire instrument panel. We do slow flight, all sorts of stalls, controlled banked turns, single engine, etc; BEFORE any instrument training; despite thousands of hours logged.
Don't airline pilots do the same things ?
Did I understand correctly that the PIC of an AirBus cannot over-ride the computers and take manual control of the aircraft ? If so, this scares the hell outta me !
As has been pointed out by many others,the first duty of a pilot is to FLY THE AIRPLANE.
Something wrong ? Check arirspeed, attitude, level wings, control airspeed, manage power carefuly return to heading & altitude. Everyone on here knows this well.
I was not familiar with dis-coordinated sticks and can't imagine which idiot thought this up. The pilot must be able to know what the fo/(co-pilot) is doing w/o trying to figure out a puzzle.
Please tell me that their GPS and other long-range equipment wasn't turned "OFF" ! If g.s. is 3 x VSO, the problem isn't airspeed. I don't know what the stall speed ot the AirBus is; but,they surely weren't supposed to be driving around over open ocean at 100kts ias. Or, 100kts g.s. either.
We all know that a situation can develop and accelerate very quickly, may GOD Bless these dead pilots and their pax.
Now, investigate the AC and the AirFrance procedures.
Maybe I'm a chicken, but I fly with everything on ALL the time, except I may turn the RADAR on standby if there is no weather and I have 30 miles viz. I have seen too many things go wrong in 45 years of left seat.
Some of the "translation" has been sanitized.
They ignored some basic flying rules. If one suddenly loses airspeed indication, look at the GPS ground speed ! If G.S. is still reasonable, it is the A.S. indicator malfunction.
If plane is "falling" in a full wing stall; push stick forward ! DUH !
Years ago, I got to visit the cockpit of an AirFrance 747 enroute K-CDG to K-IAH. Mid Atlantic, at altitude, the flight crew had everything turned off and laughed when I inquired of the INS (Inertial Nav).
They told me they did the crossing using a wristwatch and a whiskey compass, approximating a "great circle" route.
This plane had a loaded instrument set like I had never seen and they weren't using any of it.