Life limits on airframe and components are individual; in most aircraft you really can't go by a hour life or cycle life; you need to look at specific limiting components. The aft pressure bulkhead, on many aircraft is a life limiting component. Others may include spar straps, keel beams, or other e...Jump to post
I don't think I've ever seen a customer survey on a US domestic flight.
Most passengers are simply glad to get out.
The most dismal service I've had of late was British Airways.
I have global entry (and accordingly, pre-check). I don't need it except when coming back into the country, because I pass through the "known crewmember" portal. However, even in uniform, even with known crewmember identification and crew badge and personal ID, I seldom get the pre-check I...Jump to post
Least favorites: Heathrow, Jeddah, Bagdhad, Jordan.Jump to post
SSSS is selective screening, and it has nothing to do with arrivals; it's screening for the flight. When you get off the flight, nobody know and nobody cares what your status was when you got on. Ancient history. If you end up with any additional issues with customs, that's something unrelated and e...Jump to post
The Twin Commander and Turbine Commander uses steering through the rudder pedals, but it's actuated via the brakes; push down part way on the brake, and you get steering, Push a little further, and you get brake. New Twin Commander pilots are easy to spot because the airplane is making left and righ...Jump to post
Pushing back with an electric drive on the nosewheel and no engine thrust means that the thrust isn't there to stop rear motion and unlike a tug (or counter a tipping moment), which keeps the aircraft from tipping when braking in rear movement, there's nothing holding that nosewheel down when the pi...Jump to post
Ground handling of the Twin Commander or Turbo Commander isn't a problem; if someone is having difficulty is point to the need for a bit more training. It's similar in handling to a Learjet or Piaggio Avanti.Jump to post
NO. Stop propagating incorrect information. It has NOTHING to do with thrust. In fact the moment arm is REDUCED because the thrust-line is higher and nearer the datum line. This has been dealt with a hundred times on Pprune and on a.net too I'm sure. It is ENTIRELY about the aerodynamic effects of ...Jump to post
UPRT/EET = Upset-Recovery training, and extended envelope training. Full stall training in light aircraft was done in multi engine, including engine-out conditions, and that was discontinued a number of years ago due to numerous departures and a mishap rate greater in training than in the field. Tha...Jump to post
I'm not aware of any propellers available for the 500 series Commanders that have reverse thrust capability Why would you want it on a commander on floats? Reverse is available on the turbine commander, but it is little to no value on a float equipped aircraft. I suspect it's possible to put floats ...Jump to post
May I ask again whether I have understood it. So, normally you at first reset the pitch trim by using control wheel switches. Only then you shut off the stab trim. And operating manually on the wheel is for the time when stab trim is no longer available, when it's shut off or broken. And "1) s...Jump to post
Optimum and rec max are often no more than a thousand feet apart. Say you take a step climb early in order to avoid being kept low later. You're now within, say, 200 feet of rec max, but still below it so all good. It doesn't take a big temperature increase or wind shift to take you outside the com...Jump to post
In normal operations, they won't be close and won't be a concern. I beg to differ. Margins can be small at high altitude and weight. Throw in a temperature hike as mentioned by zeke, and then some shifting winds... Not at optimum or within a couple thousand feet thereof, and one shouldn't be operat...Jump to post
Something I was curious about is that I thought read that MCAS only becomes operational at flaps full up. So if the MCAS autotrim issue didn't become obvious until flaps Zero, wouldn't have been prudent to return to flaps one airspeed permitting? I could see after the single AOA input issues is red...Jump to post
How is it safer for a pilot to back the aircraft using a "wheel tug" without any ability to see where he's going? A tug operator can see under the aircraft, and around it, and can much more effectively maneuver the aircraft out of parking and into place. Further, stopping rearward movement...Jump to post
Digging back to what I think was the idea of the question (even if somewhat confusingly phrased) ... Let's posit that MCAS has spun the trim to a large extent, creating the types of control issues suspected to have led to these crashes. Moving the trim back into its normal position would be the mos...Jump to post
A large transport category airplane, operated at or below its optimum altitude (or even a couple thousand feet above optimum), will never come close to "coffin corner." Most transport category aircraft lack the thrust to get there in the first place, but normal operations do not ever place...Jump to post
Under power lines? Very professional! Each time you cut a power line, remember that you may be cutting off grandma's medical devices or a hospital's electricity. Good god you're arrogant. I never cut a powerline, thanks. I did act as a professional aerial applicator before most enter college. It's ...Jump to post
ECAMerror wrote:747Whale wrote:The notion that "civil pilots don't practice these things" is an example of military arrogance.
Well, do they?
Can you make a non-emotional argument?
I bet you'll believe that IATA's advice to airline pilots. I get I'm being insulted, but I don't get why. Also, it's not helpful. No one believes I'm an expert in anything. I don't either. I'm not trying to school anyone. But I understood that the main cause of wear in carbon brakes (unlike steel b...Jump to post
Quite a lot, in case you. missed it. Including pilot training which has become better, more accurate, and more technologically advanced. Systems such as MCAS are there in the event the pilot does not do his or her job, but the pilot is there to prevent the high alpha condition in the first place. Wh...Jump to post
By and large, I've seen far more problems in the industry by with military pilots, and a great deal of it is attached to arrogance; often a sense that they know things they really don't. Much of it seems rooted in the sense that their limited experience (military) has shown them the world and that t...Jump to post
Carbon brakes don't get as hot, ... Another issue is heat. Carbon brakes get hotter. I feel so confused Carbon brakes get hot, like any brake; they don't stay hot like steel brakes; they cool faster, and they don't absorb the heat energy to release it into the wheels nearly like steel does. Carbon ...Jump to post
I am also aware that some years ago full stall training was omitted from normal training in transport category aircraft because it was deemed too dangerous. As stall training is done in a simulator, then you're probably aware that simulator training isn't dangerous. You're also doubtless aware that...Jump to post
Carbon brakes don't get as hot, and dissipate heat faster and don't pass it on to the wheel assembly nearly as much as steel brakes. Carbon brakes become more effective as they heat up. There are no nosewheel brakes. Very bad idea. All brakes wear. Regardless of braking type, in large aircraft we do...Jump to post
Aviation degrees, generally speaking are about as worthless as they come, but good enough for checking a box to say you got a degree. Comparable with underwater basket weaving, except without the skill.Jump to post
In all it's 50 years of service, basically there are only two kinds of pilots that have ever actually stalled a 737 in flight. a) Boeing test pilots b) Airline pilots who left a big hole in the ground :tombstone: Bullshit. There have been numerous stalls in Boeing aircraft, in all boeing aircraft; ...Jump to post
We don't have MCAS because the airplane pitches up or down, we have MCAS because at one very small area of the flight envelope if the pilot is not pushing the nose over to recover from a stall MCAS helps him out. And by the way the pitch up/down differences between the NG and the MAX probably are n...Jump to post
MCAS moves horizontal stab trim position.Jump to post
timz wrote:Westbound from LAX? Off of runways 6/7, you mean?
I suspect that the noted 200 hours was reference to time in type, as opposed to total time? Makes a lot more sense when you look at it that way. I have number of friends who have flown contract for ET, and they give generally high marks to their operations. No, I believe the F/O in the Ethiopian ev...Jump to post
Moving engines is a lot more than just a gear issue; there are numerous other factors involved, from single-engine performance and control to weight and balance to structural considerations, airflow over the nacelle (and subsequently wing) at high angles of attack, etc. It's not nearly so simple as ...Jump to post
Is there another hazard/catastrophe around the corner? If the MCAS patch corrects a tendency to pitch up towards stall in high-speed flight then don't we have an unstable aircraft? Negative. All aircraft with underslung engines pitch up when applying power, and this is not instability. In fact, the...Jump to post
The related jackscrew in the back of the plane is for stability. No, it's not. It's what actuates the horizontal stabilizer, and provides pitch trim. But, when the trim amount is a lot you will also need more time to get it back by hand. So, in effect, when you view the plane and pilots as a whole ...Jump to post
The SEAL BEACH departure (SLI8.SLI) is still in effect. It's now the SEAL BEACH 8, as it's progressed from one number to the next as it's updated. The current version was effective January 25, 2019. It’s flown for both eastbound and westbound departures, and involves a turn or vectors to Seal Beach ...Jump to post
There are certain dedicated maintenance test flights, but but most maintenance does not require a flight. Maintenance signoffs for the most part do not return aircraft to service; they approve aircraft for return to service, and pilots actually return the aircraft to service on the next flight. Open...Jump to post
There’s also now reason to believe there were shortcuts in certification. That's not "reason to believe." That's an article in popular media. The cited article is misquotes, use out of context, and very misleading, as the original material does not state what the article imports. Some ten...Jump to post
Why do you believe the crews had no knowledge of their speed? There's more than indicated airspeed available in the cockpit for that information, and in a complete loss of air data situation, the FMC/GPS/IRU derived data will give a groundspeed readout, which can also be used, and every cockpit crew...Jump to post
It is very different in terms of aerodynamic effect. Not nearly so much as you seem to think. It's a very small stab change, actually. The pilot failure theory still has to account for the fact that the ET pilots had been trained on MCAS and cutoff procedure. No, they hadn't. They should have known...Jump to post
[quote="tealnz" Looks as if we can also now infer that non-US authorities who moved to ground the MAX before the FAA might have had good reason to question the integrity of the information they had originally been given by Boeing and FAA on the basis for the MAX’s certification. [/quote] I...Jump to post