I’ve seen the “merge plot” (ATC radar) of opposite direction UA 727 and a supersonic SR-71. The UA pilot was impressed, something like, “look at the SOB go”.
[*]There’s very, as in no, demand for true STOL planes. Runways are everywhere, so anything bigger than a Twin Otter will have runways adequate long. I can say, without fear of contradiction, Bombardier will not build a new STOL plane without or without the DHC-8 as a basis. Viking owns the DHC-5 Bu...Jump to post
[*] The Concorde amazes me. It was such a technological marvel for it's time. Watching those videos above just fill me with awe. It feels like aviation technology is moving along so slowly the last few decades, with just incremental improvements over time. Look at airliners in 1939, and then in 1969...Jump to post
I think it’s a coating of ice; plows won’t work once it’s stuck to the surface; can’t use salt due to the planes.
On the Global Express with Fusion avionics, we could have ownship overplayed on a 15” screen, so detail was quite fine and at least as accurate as any GPS display. We’d use it to backup ground navigation in normal conditions including dark. Would I use it to find snow covered surfaces? NO, I wouldn’...Jump to post
The Mexican AF? Really, they hardly have a fighter force, let alone a alert force. The nearest base in Monterrey flies Cessna 182s, hardly an interceptor—no radar for starters.
World Fuel always worked for me! Interesting conversation with a WFS senior VP in A380 EK lounge on the way to DXB. WFS ran the fuel into Afghanistan for the USG. I joked, it’s a pity about those fuel convoy attacks. He said, we get paid for fuel prior to country entry if It’s not delivered it’s not...Jump to post
The Concorde would divert to Bradley (KBDL) about once a year due to JFK weather-always a news event locally. Once a BA 744 diverted, but of a mess. No customs, no operative APU, so they ran an engine for an hour or so before heading back to JFK.
First, huge structural problem, that and modifying a small fleet is likely very uneconomic. Then, there’s the Vmcg and Vmca problems of all that horsepower being controlled by a rudder never designed for the loads. Likely worse performance at huge cost. Next....
What about diverting into military bases? How are the charges billed? If a civilian plane diverted to a military air field, they would likely be met by MP's with rifles pointed. The only way for a civilian plane to land at a base is to get the written approval of the base comander. There's paperwor...Jump to post
Contract fuel, like World Fuel, is taken just about everywhere and can arranged in minutes. Any recognized airline or handling company like Jeppesen ITP or Universal can make it happen. I’ve been in Africa, South America and had the contract come in email in minutes.
I’d be surprised if that’s true. What excessive maintenance? Who’s tried with IAE or CFM engines?
Before I believed that it can’t be done with “modern” engines, I’d have see an engine manufacturer’s engineering showing the engine couldn’t take high daily cycles and why?
Loads and loads of these fix naming humor. Look at KPSM’s GPS Approach. ITAWT, ITAWA, PUDYE, TTATT, IDEED. In order, IAF, IF, FAF, MAP, Hold. I thought I saw a puddy cat, I deed. Another fix, YOKNZ, commemorates a defunct restaurant under the fix, Yoken’s Seafood.
The bird still had to make an ATL connection, lots don’t make it thru ATL’s subway.
Any pilot should be comfortable flying visually without anything more than a sectional and a compass. When I started, I asked an old airline pilot how to fly from CT to Florida. “Easy, go out the first ocean and turn right”, was the simple answer. True, too.
VSMUT, There are a whole bunch of examples where the pilots weren’t up to stuff in handling an airplane in IMC conditions. Tons of examples, airline, private, military, all forms of flying. No doubt, they passed the formal evaluation, but failed the real world example. In my career, I’ve known seve...Jump to post
I’ve been told how “retard, retard” sounds, but what happens IF the throttles were left in the CLB detent? Not a ‘Bus driver here, RETARD is only a silent message.
Well, until touchdown with the throttles in the detent and wondering, “why am I a retard?”
The ridiculous thing here is allowing a commercial airline to hire contractors; the national aviation authorities have a lot to answer for here. Pilots must be employed, under the direction of and held responsible by the carrier. The idea of using outside contractors, charging them for training and ...Jump to post
Here’s my cut at this hardy perennial question. If someone is established in their career in middle age (45-54); you are entering your best earning years, regardless of the career. Children are in college, lots of equity in house and 401k. It’s time to start socking away those high earning years int...Jump to post
Also, this Eastern mid-air caused by the handling pilot’s misjudgment of passing traffic’s visual position. I saw the Connie come out of clouds as a young scout at Ward Pound Ridge Reservation. Later, I flew with that pilot’s brother, also at EAL. https://en.m.wikipedia.org/wiki/1965_Carmel_mid-air_...Jump to post
I was the F/E on a EA 727 once when we backed up about 300’ on the Inner at BOS (might have bern the Outer in front of the main terminal). ATC or the yoke actuators goofed and got us nose to nose with an outbound L1011. We deferred to his size and backed up. Cappy asked th3 F/O and I, asked the Grou...Jump to post
In the Reserves, I had plenty of B727, B737, B747, B767, one MD-11 and a couple of DC-9 pilots fly the C-5 without difficulty. They’d probably only get 2 take-offs and landings in the big Lockheed a month, sometimes go for several months without flying it and return without a problem. Yes, some miss...Jump to post
These are all arguments for business avistion. I’ve been at many companies that use their planes for just this kind of travel, even to the point of flying people to the hubs for international flights. One company wanted my employer to finish an interior of a common bizjet in vinyl and rubber floorin...Jump to post
I think TWA had all the switches going in the opposite direction of standard. ON towards the rear/down.
Altitude can be useful topping weather including t’storms. At F470, while the weather can get higher, that level does put above 90% of it. Many times one can top the cirrus for a better visual picture on the weather. In the Global, on a short leg like 3-4 hours, F430-F470 is useable for the entire f...Jump to post
Regionals used to be Part 135; but, a series of accidents brought forth the idea of “one safety standard” and the standard was 121. Bring single pilot ops, turboprops, inexperienced crews under 135 and we’ll just be repeating the ‘70s and ‘80s. Electric planes are a long ways off; until the energy d...Jump to post
Yes, 91.211 says one pilot must be on O2 at all times the aircraft altitude is above F410. The commercial regs reference cabin altitude above 10,000’. I was on the NBAA committee trying get align with the commercial rule or ICAO SARP or anything to get relief. It requires a NPRM change and, with the...Jump to post
Once all the gates are occupied, and you have no information about when they might open up, 1. If an inbound flight has the fuel then return it to its origin. 2. If the flight didn't have enough fuel to return, then divert it, if possible, to the nearest hub. Do you really think any airline could f...Jump to post
[threeid][/threeid]The Lear 45/75 do pretty well at F470 and above. The Global’s highest optimum level (best ANMPP of fuel) is usually F470 with weights under about 63,000. F510 is achieveable at M.82 and have reasonable buffet boundaries, just not very efficient. F450 will get one above je5 streams...Jump to post