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Leeroy

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Leeroy last won the day on March 23 2019

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  1. Looks like a controlled demolition. In those they usually take out key points on the lower levels and then let gravity do it's thing. As already mentioned, looks like lower structural failure led to the inevitable.
  2. https://femeconomy.com/queensland-voices-jacinda-cottee-women-in-aviation-champion/
  3. Was very common in Antarctic. When the the early explorers looked across McMurdo Sound to see a shear wall 12,000 feet high it must have been a little disheartening. https://en.wikipedia.org/wiki/Fata_Morgana_(mirage)
  4. The day may come, if we make it, where all mineral extraction and processing will take place off planet. That would make the blue/green marble happy.
  5. Or, Boeing provided exactly what their largest clients asked for, an aircraft that did not require a different type rating. Not defending Boeing, it was certainly a cheaper, or so they thought, solution to what their clients were asking for. Perhaps there would have been a clean slate aircraft if companies like SouthWest had not demanded a single type rating.
  6. I have never experienced full trim in either direction, huge amount of travel to get there. I would guess that the the load under full trim would be such that you could not over power it. There is no mention of the maneuver you reference that I am aware of for this aircraft. The checklist says nothing about how to recover from an unwanted attitude, it appears to assume you have regained control before things get messy. We did use that technique on the G-159, it was the only way stop the pitch up.
  7. Did the runaway stab tonight in the sim. To simulate it in the NG you first have to disengage the autopilot, the first manual trim input starts the trim and determines the direction of the run. Night IMC, accelerating through about 230 when the autopilot disengages. As per the brief I know whats going to happen next. Aircraft is pitching up so I trim down, off it goes. Not really fast though, stopped it a couple of times with the trim switch to confirm and then called for the checklist. I'm now pitching down, immediately disengage the auto throttle and power back while trimming. There was quite a bit of load on the yoke, but it was not difficult to trim and did not require a great deal of trimming, maybe about 6 turns initially and then lots of fine tuning. Continue the exercise to a diversion and hand flown ILS, IMC to about 800 ft. Not difficult when you know what's coming, it will be more interesting when the exercise can be properly programmed and the event happens when you don't expect it. Speed is key, we all now know what happens if you let her go.
  8. I have been looking at VR goggles and came across this. https://store.steampowered.com/app/223750/DCS_World_Steam_Edition/
  9. Trudeau buys Transat and gives it to Legault....
  10. Don, I agree with the conversation you and Kip are having I do think that the 800 gets a bit of a bad rap for braking. On speed and on the numbers it generally makes the numbers in the manual. I don't know if it's a mindset due to the automation, but I find some tend to go through the motions (SOP) when selecting auto brake, they see a number and take it as a given. In my book if I have selected auto brake 3 and I don't feel some braking it's time to get more aggressive, not when the planned exit is rapidly approaching. I think the long landings, tailwinds and unstable approaches are cultural, company culture. When the NG first came into our fleet there were a lot of unstable approaches continued to landing. It was pounded into us to just go around. Can't say it doesn't still happen, but rare. Long day of LGA turns in crappy weather, hope this is legible.
  11. John Wayne-Orange County, Santa Ana California. The runway is 5701 feet, grooved. Monsoonal rain, 737-700 we need good braking with flap 40 and autobrake max or we divert. American Airlines lands their 737-800 in front and reports good braking. We would have been stopped in 4000 if the auto brake was left on. I can't say that the 800 has the best braking for a narrow body with a max landing weight of 146,300 lbs. I also cannot figure out why NG pilots continue to accept long landings and tailwinds. Our company limit is 10 knots, I don't even like to entertain that.
  12. They are due for some very expensive heavy checks. Plan is that they will be sold by next summer.
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