Don Hudson

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Everything posted by Don Hudson

  1. From AW&ST Nearly 50 Years Apart, Lockheed Bailout Resonates During Boeing Crisis SHARE Steve Trimble March 24, 2020 C-5A Credit: U.S. Air Force An unexpected problem plunges a promising new airliner program into crisis mode, potentially dragging the world’s largest aerospace company down along with it. Billions of losses, meanwhile, pile up on another new aircraft created for the U.S. Air Force’s mobility fleet, thanks to th
  2. For those directly affected by these very difficult decisions as well as those now looking over their shoulder... Having seen a bit of this in a previous life, this too, shall eventually pass to become a distant memory. Keep hope strong, keep optimism alive and most of all keep in "touch" with one another using the usual electronic means. Don
  3. Opinion: Rethinking ‘Shareholders First' Kevin Michaels March 11, 2020 Credit: Adrian825/iStock The recent passing of former GE CEO Jack Welch may represent more than the loss of the icon named Manager of the Century by Fortune magazine in 1999. It may also symbolize the passing of an era in capitalism—“shareholders first”—that Welch did so much to promulgate. What does this have to do with today’s aerospace industry? Plenty, as it turns out. Before the “shareholders first” mantra took hold in the 1990s, publicly traded companies considered four stakeholders in allocating ca
  4. Strong...certainly appears so, but I thought only taildraggers did that...
  5. Further, from the Miami Herald: Top Atlas Air flight training directors retire as government crash investigation looms By Taylor Dolven February 22, 2020 06:30 AM Read more here: Nearly one year after Miami International Airport’s largest cargo airline Atlas Air crashed a plane killing three pilots, two top directors of the company’s training program in Miami suddenly retired this week. Fleet captain Joe Diedrich and training director Scott Anderson abruptly left the company
  6. Delays in 737 MAX certification flight may push off Boeing’s goal to win approval by midsummer Feb. 21, 2020 at 5:13 pm Updated Feb. 21, 2020 at 8:26 pm By Dominic Gates Seattle Times aerospace reporter The critical flights on the updated Boeing 737 MAX that must be flown by Federal Aviation Administration (FAA) pilots before the plane can be certified again are now unlikely to happen before late April, according to two people familiar with the details.
  7. Apropos the subject on how to train pilots, there is in my view an excellent insight on PPRuNe, to which, with the Mods' kind permission/understanding, I will take the opportunity afforded by the above subject, to provide a link. I think this contributor has provided one of few keys into achieving a good balance between mere technical proficiency and becoming a professional airman in full sense of the term. Here is the link:
  8. Schooner69, Wolfhunter, I understand from these discussions that slowing to a hover is not the thing to do either, because it is very difficult to hover in manual flight without a horizon...true?
  9. On a number of levels, that's a really sad photograph.
  10. Good OpEd from AW&ST regarding Boeing's decision on a new midmarket design: Opinion: Airbus Can Coast On Its Product Line; Boeing Cannot Richard Aboulafia February 05, 2020 One of incoming Boeing CEO Dave Calhoun’s first actions has been to order a rethink of the company’s new midmarket airplane (NMA). This is the right move. It has never been clear how t
  11. Again very helpful, thank you. I believe there's been an overall increase in the industry of go-arounds due instability. Nice to see the gradual trend. From an earlier life I understand long days of LGA turns & crappy weather...well done on the legibility.
  12. I think this is starting to resemble John F. Kennedy Jr.'s accident.
  13. Final Report The UAE GCAA AAIS has now completed their investigation and has released their final report. The report documents findings in 12 different areas identifying 4 causes and 11 contributing factors. There were 40 safety recommendations issued as follows: Operator (11), Dubai Air Navigation Services (7), Dubai Airports (3), Boeing (5), UAE GCAA (8), US FAA (4), and ICAO (2). Boeing is reviewing the details of the final report and will work with the FAA and UAE GCAA to address the safety recommendations. Boeing has no recommended operator action at this time.
  14. Thanks again Kip...that does help me sort out perceptions of what would be considered a "long landing". I suspect that would be most everyone's view on the matter. I think that any airborne distance that exceeds 3000ft is in "no-man's territory" and, all being equal, is indefensible if something goes wrong. There is no "slop" built into the performance data and no documentation that I'm aware of that provides validation or support for any airborne distance beyond 3000ft or flare durations above eight seconds. I emphasize for others reading this who sit in either front seat, that ever
  15. Thanks Kip, a good read. I've not flown anything with two 16ft "speedbrakes" but I'll bet they test the shoulder harnesses. From one comment, (unless we landed about 3000ft down the runway), would it be fair to say that three-thousand feet from the threshold is probably not what to aim for, no matter what conditions? An airborne distance from the threshold to touchdown of three thousand feet appears to be the upper limit in most of the documents which govern(ed) us, (FCTMs, FCOMs), and two-thousand feet from the threshold seems the upper end of the touchdown zone according to Boeing
  16. Yes, late night, not well-worded Also, when composing the post I somehow lost the quote from Leeroy's post in which the question was posed: So yes, the question I'm asking is the one you've posted above. Obviously there will be a range of values and flare durations. What is 'normal' and acceptable, what draws one's attention with eyebrows raised and what raises the hair on the back of one's neck? I know it depends upon weather & runway conditions.
  17. Kip, Bad decisions and actions happen, but rarely in complete isolation. Considering a company's culture, training/checking regime and even hiring practises is not exonerating individuals where investigations make clear how an accident occurred. But unless the context is considered, the same accidents seem to re-occur. Question for any and all here: I understand any answer depends upon conditions but what would you consider a "long landing", and what would you consider acceptable?
  18. hi rudder; Yes, clearly this approach, this accident is shaping up to be, by a very long way, an outlier so far away from SOPs that the books are meaningless. Reminds me of the American Airlines 738 accident at Kingston. I wonder what the pressures were to cause such decision-making?
  19. Hi Marshall; In general. Not commenting on this latest accident... As you might expect, I'm reluctant to accept that an airplane is "too aerodynamic and so floats more" as a reason for long landings and potential overruns. I think that the touchdown point is, with the rarest of exceptions, well within the pilots' ability to control, and if the airplane is floating along just above the runway, almost invariably the pilot is permitting it to do so. Let me push this just a bit if I may as I wish to avoid handing over to the airplane, what may be human factors, decision-making and s
  20. Hi seeker - you're right, thanks. It would be 270fps relative to the aircraft but 540fps relative to the runway, roughly.
  21. Not an engineer or mathematician!, but I think of the tire as a "pinwheel"...any object that breaks away from an object that is rotating, flies away in a linear track. The round object rotating has an angular speed that is offered to everything attached. If anything detaches, the object doing the breaking away is no longer restricted to going around and its velocity becomes tangential velocity. (for those that want more info....Zzzzzzzz). That speed would essentially be the groundspeed of the aircraft, (about 270fps), minus any resistance such as wind, how clean the break was or any physical o
  22. Hi boestar...not sure what you mean by strange physics. I was thinking of the rotational speed of the wheel at say, Vr, (~160kts?) and the speed of any chunks of retread that were flung away from the carcass out in front of the engine during takeoff and ingested. Wow, thanks, AAS - now we know why the engine compressor section was "stalling"!