On what grounds can you establish that lawful deportation orders be disobeyed? Are you a judge or trained immigration lawyer? Or just whistlin Dixie?
There’s a limit on yachts, too. Paul Allen built one so big (400+’) that he was required to dock it with the freighters, not a marina. Kind of hard to be cool parked next to container ship from Liberia.
Granted I wasn't very experienced - I barely had 1500 hours, and there were lots of learning and oh crap moments, and lots of moments where I and my FO were just looking at each other. He definitely didn't know - he only had 200 hours and we just figured it out and survived the moment. I had a lot ...Jump to post
Here’s the METARs for around the time, 00Z KRFD 050054Z 19018G27KT 10SM -RA OVC036 16/10 A2947 RMK AO2 PK WND 17027/0047 LTG DSNT W AND NW RAB53 SLP979 P0000 T01610100 KRFD 042354Z 19018G25KT 10SM OVC038 16/09 A2949 RMK AO2 PK WND 19027/2331 SLP986 60000 T01610094 10167 20156 58022 KRFD 042254Z 1901...Jump to post
The various militaries have flown planes for 24+ hours in a row. The RAF’s Hercs flew something 28 hours from Acension to Port Stanley and return. About 12 C-5s ran for 28+ hours—SAV-MGQ-CAI back in the 90s rescuing Les Aspin’s folly. The bombers have all done 30+ hour combat or training missions nu...Jump to post
It might be more accurate to say, a Part 25 plane must meet both accelerate-stop and accelerate-go within the runway planed for take-off. Whether those distances are “balanced” (that is, equal) may or may not be true. But, any Part 25 plane will have a V1 speed which enables it to either stop or go....Jump to post
It wouldn’t be Northolt or Biggen Hill, for sure. Probably not Lution, either. I doubt Luton’s runway us long enough and Northolt or Biggen Hill, sure ain’t. They would very likely be banned from overflight, anyway. Not civil registered. Northolt is pretty close in and next to Windsor. I like Northo...Jump to post
There’s scads of differences, try reading the two Parts plus the Acceptable Means of Compliance manuals. It’s a lot of engineering and real experience, but the two rules are completely different. It’s not like Part 25 is a beefed up Part 23. Also, look at CAR 4b, the Part 25 predecessor.
T-56s have been around forever and were a well-proven design when the E-2 was built. I suspect it’s rather typical Navy support and maintenance. The AF is the same way to a lesser degree. Guys that joined the Reserves from fighters were astounded by the unreliability and poor parts support for airli...Jump to post
Pedantic SW. ON/ Planes don’t get crew rest, crews do. Except at some stations it’s ONLY the plane resting. /Pedantic Sw. OFF
You can build a single-engine Part 23; but no such plane under Part 25. A Part 23 twin-engine plane, under 6,000#, essentially must only be controllable, no specified engine-out performance. A normal category Part 23 plane must have structure capable of 3.8G while a Part 25 G design standard is 2.5G...Jump to post
They’ve lost some Caravans, so it might be FDX is looking for greater safety margins. A 2,500 hp single would be pretty unique. The issue is that a Part 23 single must have a stall speed less than 61 KIAS or demonstrate an equivalent level safety, that might be hard to show in a plane this large. A...Jump to post
They’ve lost some Caravans, so it might be FDX is looking for greater safety margins. A 2,500 hp single would be pretty unique. The issue is that a Part 23 single must have a stall speed less than 61 KIAS or demonstrate an equivalent level safety, that might be hard to show in a plane this large. A ...Jump to post
You’d have to find a pretty big, i.e. expensive turboprop to make this a single. Plus two engine redundancy.
I wonder if this isn’t tightly drawn to FDX requirements and not flexible enough for many operators—no pressurization, fixed gear.
A seaplane version would be dependent on enough buyers for Wipaire to design a set and certify them. Outside of one DC-3, it might be the largest floatplane.
A DA900 can operate on grass? I find that hard to believe given, it’s ACN at a reasonable weight is 17, the main tire pressure is 200psi and it has an operating limitation for hard surfaces. The Ciatation II was almost certainly operating in violation of the AFM. I had 2,500 hours on them and the sh...Jump to post
It’s bigger than a Twin Otter by a fair bit. Fixed gear and unpressurized cabin in fine for under 250nm sectors with cargo; makes maintenance cheaper. As a pax hauler pressurization is probably needed, though Cape Air’s routes work unpressurized. It’s hard to make two versions, though. Because the s...Jump to post
It's amazing that the original EA has been gone for about 27 years - those that weren't around probably can't appreciate what a big airline it used to be! Very true, when I was hired, EA was tied with AA as the largest passenger carrier. About the same crew size and 284 planes. We carried more O&am...Jump to post
And, remember, the standard certification test is loss of a window. The plane doesn’t immediately become ambient outside pressure. I think the certification plan is minimal time to no time is the cabin above 25,000 PA. I think the “leak” rate with a window loss is on the order of 2,500 to 3,500 fpm GFJump to post
SheikDjbouti, It’ll take as long as it takes to get it ready for flight, 50 days or 50 months! One doesn’t rush into it. I’ve flown planes “on the ground “ for 10,000 hours. There’s no rush. That said, it will be either a AI or AF operating crew trained in 3-engine ferry flights, not “volunteers” or...Jump to post
Also, there wasn’t ETOPS, so any thought of overwater ops was dead on arrival.Jump to post
They do it because it is very expensive to keep very specialized talent and tooling for a development program that runs only once. For example, FBW systems are outsourced to manufacturers that specialize across the industry for those components—Moog and Parker-Hannifin for two. BAE developed the FBW...Jump to post
I checked the TCDS, I stand corrected, no AvGas on the Global or either Challengers. Yes, on the C-5
Zeke, I well aware of what FADEC means, but the fuel in the fuel lines, pumps and controller would be JET A as the tanks would contain a mix of the existing turbine and newly added AvGas. Start would on JET A until the supply system started flowing the mix. If there were enough time, the AvGas havin...Jump to post
One of the Boeing Company’s Challengers had a nose strike that penetrated to foreword bulkhead and was shredded around the CRT displays. Somewhere I have a pic of the feathers and guts hanging out of the panel. I suspect it happens so fast, it’s over before you are aware of it.
I think it would start just fine. Remember, the AvGas wouldn’t flow to the FADEC for some time.
Most AFMs have an alternative fuel specification—types of fuel authorized, time limits, flight restrictions, etc. Most engines will accept AvGas with limits on altitudes, fuel temp and OAT limits and total time operated. Not a big issue.
I agree on the train, clearly the quickest, easiest. I’ve beaten air or rail travel on east coast routes many times. Home (western Mass) to DC, DOV, YUL, PHL, ILG. Combine the travel to BDL, security, waiting time (1 hour prior), collecting bags, getting rental car, final drive, it’s always a wash....Jump to post
I agree on the train, clearly the quickest, easiest. I’ve beaten air or rail travel on east coast routes many times. Home (western Mass) to DC, DOV, YUL, PHL, ILG. Combine the travel to BDL, security, waiting time (1 hour prior), collecting bags, getting rental car, final drive, it’s always a wash. ...Jump to post