There are and will be ample pilots to fulfill the seats. These schemes have gone before. UA tried hiring “off the street” pilot wannabes in the Sixties, few finished and one was Rick Dubinsky. All these programs will create is a large, unneeded supply of pilots in the future. Pilots, who haven’t bee...Jump to post
Bravo One, Funny about BelArgUSA, I’ve had a number of email conversations with him. After PAA folded, he went to Aerolineas Argentina, retired to Florianopolis, BR. I believe Paul passed away shortly after that from throat cancer. A fine gentleman and very knowledgeable, his recommendations in Pari...Jump to post
The problem is questions are asked then, when answered, the questioner doesn’t believe the answer from a technical “expert” and argues about it. There are lots of threads where this happens or patently silly questions are asked. “underserved” routes are unprofitable, but the threads keep coming. One...Jump to post
Yes, there’ll be the usual Monday quarterbacking of an actual accident. You’re trying to question a thoroughly normal take-off based on no expertise other than it looking unusual to you on a YouTube video. Not quite the same. And, uninformed guessing by passengers and fanboys isn’t the same as pilot...Jump to post
True, it’s even titled as near tailstrike and stall. The plane touched down after initial lift-off. The video and your use of it implies some sort of pilot error, intentional or not. The facts are not presented in the video. Was it a loading error? Was it pilot error entering correct load informatio...Jump to post
Does this look like a safe takeoff or could rotating so fast and steep be considered uncalled for hot dogging? Between that quote from your post #1 and the title you choose, it dies appear that you’re thinking it’s unsafe and you don’t have the expertise to actually determine that as fact. GMAFB. GFJump to post
Possibly, I’ve been asked to demo a max performance take-off. A deck angle of about 25*, still maintaining some acceleration at V2 plus a bunch impressed the back without being remotely scary. The rotation rate at Vr was difficult to maintain V2+20 without being uncomfortably rapid.
No, they’re all within the AFM limits. Lightweight twins have huge excess thrust due to the inherent requirements of FAR 25 take-off OEI, so it’s a feature, not a fireable offense to fly the plane. I’ve done some max performance take-offs for photos, in fact. A lot of it is in the camera angles rath...Jump to post
Pretty normal for a lightweight twin-engine jet take-off. A CL 350 has about 18,000# of thrust and on a short trip can weight under 30,000#. F430 in less than 16 minutes easily. Deck angle on a light Global is 17*. Vr at light weighs is less than 100 knots, pretty short all engines operating roll. GFJump to post
Do what Dassault did, redesign it around the PW 800. Might be a lot of engine, but the Hemisphere could be stretched, like the Falcon 6X.
Good God, sue, as a surviving passenger, for PTSD? Really. Before you jump, I’ve survived a mid-air, a dozen engine shutdowns, lost many friends in accidents, so I know where I’m at here. The deceased family certainly is owed compensation as are any injured. But, trying to show a profit for a 25 min...Jump to post
How’d they know the wheel came off? The only indication was the ANTISKID-INOP posting on the EICAS. GF My guess would be by someone seeing the big wheel bouncing happily down the runway.... Well, having nose wheel and a main come off the C-5; no one knew until we blocked in. In fact, most crews nev...Jump to post
The A320 cowl is different than the B737, so unlikely to have the same failure and damage to the cowl.. As to ETOPS legs, there are diversions accounted for at the most critical point(s), so a despressurized, OEI diversion can be made. A frangible cowl is impossible, how would it be anti-iced with h...Jump to post
What are you a lawyer? What can the pax sue for other than transportation to their destination?
Considering the jet exhaust out the fan section is about 500 mph and the fire about 20% faster than that, a tailwind ain’t gonna blow out the fire.
Take-off thrust, once established, doesn’t appreciably change during the roll and rotation unless there was an engine failure.
ATC clears you on a route, via SID, airways, and STAR. The clearance will often be close to the filed (requested) routing, but the FMC MUST be programmed with the cleared routing. ATC will specify “cleared to VOHS via ....SID...”. Somewhere nearing VOHS, ATC will issue a clearance to the STAR transi...Jump to post
Enter what ATC clears you to fly.
Also, the certification isn’t based on the cabin instantly equalizing with the aircraft altitude. IIRC, it’s not supposed, or only rarely, exceed F250 during the emergency descent. The point of “4 minutes to 10,000’” is that the ascending cabin leak rate is contained to a rate that the cabin and the...Jump to post
The SS Enterprise has reverse thrusters, we mortals have reverse thrust. Probably some reverse thrust, but being assymetric controllability might be an issue.
G7000 Sales, I believe, were heavily weighted toward “high net worth individuals”—private equity, entrepreneurs, oligarchs. Charter operators, in the US anyway, are pressed to pay for a $70 million plane and make a profit. They’re buying pre-owned which are fairly cheap.
Hinckley. Also, I suspect you’re a regular person with average tastes. To be Uber-rich, you’ll need to up your level of control freakdom a lot, a whole lot. You can’t go to the CX maintenance asking why the leading edges aren’t polished today. You can’t inform CX Catering in HKG that your chef will ...Jump to post
What types have you flown? The G7000 has a fixed bed stateroom, a media area with dican, plus a seating for 8 foreword. And a bunk arrangement for crews. I’d agree the crew rest is marginally adequate, but I flown dozens of 11+ legs and pax and crew were happy throughout. No security bs; passport co...Jump to post
Lockheed Georgia delivers the last C-5M later this year’s, if they get a contract, the As could be done. They were in good enough shape for the conversion.
Crew rest room is an issue. Heck, on G6000, storing the catering can be a challenge, if the F/A goes overboard. It’s a rare leg beyond about 12 hours, range is, for many, bragging rights. When a Global is used to commute NYC to PBI or LAX, you realize it’s about privacy, convenience and “I can affor...Jump to post
Hinckley, The people that own these planes look at F in a B777 as if it were economy class, last row. I’ve seen their eyes when told, “the plane has a snag and won’t be available for your trip”. It’s like the scene at Sun Country in Mexico—denial (this can’t be happening), anger (it’s the damned cre...Jump to post
No Learjet ever competed against the Globals—very different planes. No need for two production lines, we’re talking about, at most, 4-5 per month. Downsview is the Global line, with completions and delivery at Dorval. The shorter 8000 design could just as easily be the new 6000-better fuel burn. M....Jump to post
The market is killing the Lear, not BBD. Not to say they’re not investing in a product that isn’t getting “love” from the market. The light jet market sells on runway performance, look at Cessna’s appeal there, not the Lear icon. The thrust increase on the 75 actually worsened runway performance at ...Jump to post
No Learjet ever competed against the Globals—very different planes. No need for two production lines, we’re talking about, at most, 4-5 per month. Downsview is the Global line, with completions and delivery at Dorval. The shorter 8000 design could just as easily be the new 6000-better fuel burn. M.9...Jump to post
There are “holdover” tables the crew uses to consider the length of time from the begin of driving to latest allowable take-off time, depending on fluid used, type and intensity of precipitation; and OAT for the major factors. Once “times up”; it’s another de-icing.
Not to poke, but how wide were those short gravel strips? I’ve had arguments over real narrow runway ops with operators who only marginally understand the risks on narrow runways? Just curious, but being bizjets, I’ve heard all sorts of stories on operations.
That’s it. US airports use the old methods and it can be less obvious than using a Pavement Classification Number (PCN) and Aircraft Classification Number (ACN) as is done internationally. There, if the ACN is less than the PCN, it’s good. There’s all a problem with tire pressures, that isn’t addres...Jump to post
Perhaps, they run out of wing—the ever-increasing weights start becoming too much for the wing and performance becomes a problem.
Not happenin’ maddog888! What do you propose? An adjusted date of hire? The union would NEVER agree as it would be ending an 80 year-old system. Your EK captain will be flying F/O ATL-BHM and a new B777 captain, who could never have been outside the US, will be over the Atlantic. Don’t laugh, I have...Jump to post
I understand the differences. I my time “reduced” meant a planned lower thrust set, often using an assumed temperature but all performance “redlines” were still based on rated thrust. “Derate” was like putting a different thrust on the wing and “redlines” like Vmcg and Vmca we’re now based on that r...Jump to post
Of course, you could use reduced thrust without EECs. We did on the B727 in 1978.
Roll-on, roll-off, loadmasters and port crew used old-fashioned muscle, still do. It was designed exclusively for the C-5 because of its nose visor. The dock had a a roller bridge that extended from the port building. It was designed for the C-5-taxied in, lined up with the dock, called for the viso...Jump to post