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Everything posted by HST

  1. BigJet TV might be amusing for the uninformed but it’s just fluff TV to those with a real operating perspective into LHR or anywhere else. The only windy bit was the diatribe from the yahoo occupying the audio feed.
  2. Hearing of possible DEC’s at Swoop. Anyone close to this able to comment?
  3. This cue card must have ended up on the cutting room floor.
  4. I thought this well done. Accurate too! IMG_0383.MOV
  5. Those taking day trips or are returning with 72 hours (from the PCR test) can use a negative test result taken in Canada. https://www.cbc.ca/news/world/us-border-testing-canada-1.6209821
  6. The rocket has landed in the Indian Ocean near the Maldives. ? https://www.bbc.com/news/science-environment-57045058
  7. For those flying May 8-10/21. Fortunately Canada is not on this rocket’s uncontrolled re-entry path. https://www.ifalpa.org/media/3634/21sab10-long-march-re-entry.pdf
  8. St. CathArines. It’s a sensitive spelling issue. ?
  9. Philippine Airlines new cabin crew uniform. Coming to an airline near you???
  10. I think left rudder was applied to miss the object in the water. The theory of interacting waves (similar to a speedboat doing tight circles on a lake) just doesn’t “hold water” in my opinion. Sorry couldn’t resist ?
  11. The explanation appears logical. In the longer video Seeker posted (accident begins at :40 secs) after the object is hit and raises the hull, there is a splash behind the aircraft as the object resurfaces.
  12. An inexperienced driver followed the wrong lane. The map was provided here for clarity.
  13. See the image below. The info posted above (incorrect lane taken) is accurate.
  14. Somewhere in the order of 10 rotations of the wheel to 1 unit of trim.
  15. Here is logo from an old Falcon 20 checklist. Used to have seniority list on Company letterhead (~1987). If found, I’ll post it.
  16. http://avherald.com/h?article=4bcefedb&opt=0 Of note: On Aug 29th 2018 The Aviation Herald received information from a multitude of sources stating that the aircraft touched down on Macau's runway 34 at 7.7 degrees nose up, 123 KIAS and 2.4G, bounced, touched down a second time at 15.1 degrees nose up between 133 and 144 KIAS and 3.4G. The aircraft bounced again, touched down a third time at 7.7 degrees nose down (nose gear first), both wheels and part of the nose gear structure separated, debris was ingested by the left hand engine, debris destroyed the VHF1 antenna (causing temporary loss of communication), the damage to the nose gear also prompted the nose gear to permanently indicate being on the ground preventing gear retraction. About 5 seconds after the third bounce the go around was initiated.
  17. An interesting study. https://theconversation.com/why-pilots-dont-always-hear-alarms-98434
  18. Flight deck looks clean with a big central monitor.
  19. I initially figured it was a missing container but running into folks with similar stories on other AC flights was too much to ignore. I brought carry on and didn’t have to play in dress shoes and jeans a few hours after arrival. Others who hadn’t “planned on incompetence” were as lucky. It’s a TaylorMade island. What a shame!
  20. Great AC service YYZ-BDA Nov. 1 until arriving at baggage claim. 11 guys on our annual golf trip and only 2 sets of clubs and their bags arrive. BDA staff were pleasant enough but used computer print out paper to hand collect data. The BDA staff hadn’t any answers except call the 1800 “we don’t give a sh!t” number and sit on hold for 1:30 mins only to be connected to a data collector. No communication from AC during our entire stay. Our luggage/clubs were sent on the day of our departure (yyz-bda) then turned around and sent back for collection in YYZ. An AC friend put us onto the Service Plus program to recoup expenses but the “get back to you in 2 business days” has been 8 days and counting. Filed general claim via Accc-prod.microsoftcrmportals.com as well as consulting airpassengerrights.ca. It was a great trip despite the set back but AC failed miserably in the communication department. It’s been 20 years since I’ve operated there, incidentally on the A320, but is there a load issue of fuel versus bags on the A320 into BDA? I ask because we ran into more than a few AC customers with sports equipment and baggage woes (including Canadian rugby team) while there.
  21. A woman like this? ' www.youtube.com/embed/qDdZHIuAzVQ
  22. According to this article http://www.cbsnews.com/news/jumbo-jets-low-turn-wrong-course-startles-los-angeles-neighborhood/ the FAA is quoted as saying “The air-traffic controller at the approach control who was handling EVA instructed the pilot to make a left turn to a 180-degree heading,” FAA spokesman Gregor said.
  23. I'd think all would agree their SA (with respect to terrain and other aircraft) was lacking but the "erroneous heading" was trying to adhere to ATC transmissions which were a series of clearances attempting to correct ATC's initial left turn and EVA's slow reversal of this initial error. I'd submit that the quickest way might well have been to disengage the AP and manually get the aircraft turning to the right considering ATC's use of the term expedite. However, that's a big ask for this crew, who most likely engaged the AP at 400' and might have been in the midst of a configuration change and or level off. I see your point on cardinal headings and have experienced it first hand at some major US airports. When one is received it usually requires a brief explanation with ESL FO's. Not sure cardinal headings helped here. A good discussion.
  24. Wouldn't agree on your % of blame. The controller % goes up IMO when the ATC audio is further reviewed. This is assuming the audio is complete without blocked or missed transmissions The initial controller error of a left turn (habit from normal westerly departures?) should have generated a query by the crew for 2 reasons. It was a 270 degree turn and a turn into parallel departures. That didn't happen. Next, ATC then corrects with "right turn, right turn heading 180" which was acknowledged "copy, right turn heading 180". Seconds later ATC instructs "expedite your right turn" which was responded with "roger, we are passing heading 010 continue right turn heading". In the next transmission to the EVA crew ATC instructs "stop your climb" and moments later "turn left, left turn heading 29..correction 270" and EVA responded with "left heading 270". As though ATC forgets her last instruction of left heading 270, the controller (clearly agitated) says "what are you doing? turn southbound now, southbound now, stop your climb" which generates EVA to say "Confirm heading left...right 0..background voice presumably of PF". Getting no response EVA again requests "confirm the heading?" and ATC responds "turn southbound, turn southbound now" to which EVA acknowledges "Roger, turn southbound now". Had the crew turned the shortest distance to southbound (left turn) it would have been appropriate (with confirmation of course) as ATC never gave specific instructions. The crew is then being admonished for appearing northbound when in fact a right turn from heading 270 can only pass through a northerly heading. ATC using the repetitive term "southbound" with no direction (L or R) to EVA veorsus a specific heading (which incidentally all other aircraft received) certainly wasn't the quickest way to get this crew heading in the correct direction. There are many non-standard ATC clearances but IMO many of those occur in non ESL countries. Your blame of 90% on the crew? Was it that they didn't correct ATC's initial error? IMO, EVA followed all ATC's instructions. In the final analysis, ATC should get a good portion of the blame and I'd hazard a guess you will not hear cardinal headings issued as ATC clearances in SoCal airspace.
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