Vsplat

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Everything posted by Vsplat

  1. Don, I personally want to thank you for equipping the next generation of narrow body bus drivers with a straight faced response when the in-charge asks if we were brought down by ground fire. I have three questions I would like to ask the PIA management: 1) How long did it take you to figure out so many pilots had fake licences (apparently all this wasn't known until a short time ago, or ?); 2) Since it is possible now, why wasn't the vetting process done sooner (presumably not that easy or simple); 3) If not that easy or simple, what makes you think you have caught all of
  2. I believe the C of A for the Max is still in force. It is prohibited from commercial operations by Ministerial Order, but there are ferry and maintenance test flights happening worldwide. As for carrying airline personnel on a positioning, maintenance or training/currency flight, it may or may not be a prohibited operation depending on the regulator. I haven't checked, but are there any bizjet variants of the Max around? It would be interesting to know if they are operating. Vs
  3. I see wisdom can still be found at your address Don! Hope everyone out your way remains well. I have a vision of you on the keys, playing something particularly fitting for the times. All the best Vs
  4. I think the steep idle thrust approach would have been nearly certain, even with normal gear and flaps. The initial report referencing gear trouble suggests a go around because of an issue experienced on approach and not a bounce, but as is so often the case, what is reported initially and what the investigation verifies can be different in critical ways. We'll likely just have to wait and see. Vs
  5. I haven't seen a METAR but assume the temperature was fairly warm. Given that and the rather high approach angle (well past stable approach criteria just about anywhere), then there would be a continued and significant loss of altitude as a go around was initiated. Is it possible the crew initiated the go around too late and/or too gently to overcome their descent rate, so struck the runway during the go around? Vs
  6. Don - good to hear from you! I hope everyone is well out your way. BC has managed things very well thus far, our fingers are crossed that the trend continues to improve. Never flew the Lockheed, or the 27 for that matter. From all accounts, great aircraft that earned lifelong loyalty. Nice to read the discussion here. Fin 201 carried a plaque, commemorating the Captain who brought her aboard, only to die suddenly a short time later. I understand that plaque will now hold a place of prominence in Flight Ops and that is a good thing. COVID has really stripped away so much stu
  7. Always got me home, never hurt me. Things I really love in an aircraft. Why they spent the money to remove the pull out tray and replace it with approach plate holders is a head scratcher, no matter how many times it's been explained to me. Vs
  8. Hmmmm.. Maybe, but the logic doesn't really add up. While it is possible the memo you posted is authentic, I have to wonder why the logo is as aliased as it is while the memorandum text is so much crisper. I guess we will see. Vs
  9. I'm not sure of the city, but in our area, Friday was a special case in a couple of places due to reduced lab pickup schedules and no scheduled weekend service. I know a doc in our area that was similarly affected, they were sidelined as a result. Tests on Thursday morning knew by suppertime. I imagine there will be a backlog on testing shortly, if not already, but the test itself doesn't need more than several hours now. FWIW Vs
  10. boestar, I don't know where you got that info. If a lab capable of processing a test is in town, results are available within 6 hours. We are seeing this turnaround in my city. The longer waits are for tests that need to be sent to a centralised lab, still the case in many US cities but I guess the Donald got first class treatment. That said, if indeed the tests were negative, that would be a rare statement of fact from that idiot. Vs
  11. What I would like to know is who among Trump's insider friends did he tell ahead of this announcement. There are going to be big winners and big losers. Vs
  12. Unless that blade buried itself in something that stopped rotation. Vs
  13. This thread reminds me of the one on helicopters and stats. If ever there was a statistics-generator, this might be it. Vs
  14. There are a lot of places in aviation where things become the norm, but don't look so good when the investigators arrive. As for some of the activities you noted, At least some of those are done with long lines specifically to reduce some of the risk as I recall. It may also help to ensure everyone is on the same page when talking about 'low and slow'. If you're in a 212 with two engines and that massive rotor, vice an R22 with something just a bit stiffer than yarn above your head, just how slow is too slow and how low is too low can change quite a bit. Vs
  15. boestar I think you're referring to the height velocity curve. I was thinking instrument error becomes a thing below a certain speed, in certain aircraft. Not really sure that applies to the aircraft in question though, as I expect it had up to date avionics. The only glass in the cockpit of the helicopters I flew was see-through... Vs
  16. It has been far too long since I thought about this stuff, so maybe someone more current in rotary ops can weigh in - that said, on the 'go slow' discussion, I seem to recall there was a minimum speed for many helicopters in IFR, below which you had to be visual. Does anyone else recall this and why that limit existed? Could it be that this machine was below whatever that min speed was when the pilot attempted to penetrate the cloud and that contributed so the loss? Vs
  17. Honestly, unless you are a military communications or drone specialist, I don't think you or I have any idea of the true capacity and risks of military grade datalink, what challenges they face in terms of outage and how they mitigate. There is also no requirement to report drone incidents publically so we can trade opinions on what the military does but that's about it. I'd also be a bit more careful when assessing the limits of another's thoughts. You really have no idea what my background is. As for when my time runs out, I'll be long retired before anything close to this makes
  18. That's an impossible question to answer. Most in flight health events are unreported, as it's often solved with a simple conversation along the lines of 'why don't you take this leg'. Depending on the air operator's safety reporting culture, there might be good reporting of in-flight hand over, but still nothing close to a full statement of risk.
  19. Remote datalink control has a lot of public appeal but is not really an option for this kind of operation. Recent jamming, spoofing and outages of GPS affecting RNP are just one reminder that any worldwide datalink or satellite based solution relies, in the end, on good will from the US and Russia. That is increasingly fragile. Then, of course, there is hacking. Current encryption techniques will be solvable by commercially available computers within a decade. What then? Drone operations are, but their nature, expendable. High cost and undesired, but the reason drones are used o
  20. certainly understand the proof of concept approach taken here deicer. My primary issue is with the underlying assumption. Whereas the industry was able to design more capable and reliable engines and critical systems such as pressurization and fire suppression, such that extended range on two engines could be clearly proven as safe, short of genetic engineering, there is no similar way to improve human reliability or failure prediction. Put another way - using the same case of engines vs pilots, reducing the number of engines reduced the number of critical failure points - some
  21. Well, take a single pilot operation, toss in some food poisoning from that sandwich grabbed in the terminal and viola. Hopefully not something that would affect a takeoff, but could affect the rest of the trip. Vs
  22. Well, I think the optics of operating a Boeing at this stage of things might be difficult for the PMO. I have to wonder why it hasn't gone to a commercial operator. I know there will be numerous mods, but how expensive would it be to return to a commercial standard? Surely this fire sale would make up for it. Vs
  23. Not to say that there aren't SOME legitimate exposure claims, but the 'physics' of who and (the increasing number of) how many have less to do with aviation and more to do with the court system. Cue the class action lawsuit. Edited to add:, I sure hope none of those affected are ever on the bridge the next time a fueller comes up to give us our fuel slip. I can't imagine how they would fare in that collateral fume environment - oh the humanity.... (rant off) Vs
  24. Kip, your heart was in the right place and there is plenty of reason for that young lady to pay attention - least of which is simple decency not to talk over the flight attendants. That said, we are in the age of entitlement. You are lucky she did not have you punted off the aircraft for touching her iPad. I can think of a few very special personal celebrities whose dim light would have created an equally dim view of the whole situation. Glad it all worked out. Vs