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Canoehead last won the day on March 10

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  1. Even the US stopped taking Boeing's tool/ladder/junk laden KC 46 for a period. Boeing obviously isn't done, but what a mess.
  2. That accident began before it even left the originating airport. 25 Yr old FO with less than 400 Hrs TT was just along for the ride. Captain shouldn't have held a driver's license, let alone a pilot's license. Sad and scary to read. US-Bangla Airlines Flt 211
  3. The Youtube video is great. The DC9 is still one of my favourites... wish I could've flown it. A bit of thread drift... sorry Malcom. Interesting DC9/MD80/MD90 Info Simple Elevator Design Description (with pictures)
  4. There is provision to do it under extenuating circumstances in our Q400s, but gate 135 in YYZ isn't that
  5. Radar plot I saw online shows a rapid increase in vertical speed (descending) through around 8000'. Not sure how accurate those things are online but it was doing -7000 FPM when it was lost off radar. Weather was in the area, however it looked like they had yet to transition through the worst of it.
  6. If I'm in the left seat I'll gladly oblige!
  7. Amazing to think that he likely had a grand total of about 3 minutes of hand-flying time in the machine before this event occurred. Trying to figure out the wording; would the FO have done previous legs as the monitoring pilot?
  8. That was very interesting. Led me to search a few names online after watching. There are, and have been, some very dumb people on this earth. (Besides the controversy, what a great airplane.)
  9. These are the kinds of threads that keep me coming back here. Thanks Greg, Kip and all!
  10. Hi conehead. I only heard this second hand, but north of 3.
  11. If the G factor achieved at touchdown (that I heard) is correct, it will explain a lot. More than just a tail-scrape involved.
  12. Definitely more than a scrape... there’s a hole through the structure as a result of a hard landing. I have heard the number (of G’s) and suffice it to say, I’m fairly certain it’s going to need that heavy maintenance facility for the work likely required. At least we shouldn’t have to wait 4 years for the report as the TSB has nothing to do with it.
  13. All good... I look at it as a great opportunity for discussion. Good ol' "hangar flying"! Something I miss these days...
  14. Hi Moon, The manual/alternate pump is only a part of the main gear extension system. The nose gear alternate extension is completely reliant on pulling up on the release handle in the floor (adjacent the pump handle for the mains). It basically releases the uplock allowing the nose gear to free-fall. No hydraulic back up for the nose, only the mains. All things being equal, all 3 gear should free-fall. As the mains extend forward into the relative airflow, the pump is used to aid in locking them down, and only if required. Confusion can be from the fact that there are two separate locations for Alt Gear Extension controls that are all integral to the entire alternate extension system. The pump handle in the floor (directly adjacent to the nose gear release handle) has nothing to do with the nose gear. As you stated, there are some "gotchas" with the alternate system (both on the 100/300, and Q400). I know of 2 incidents (one in Europe and one in New Zealand) where DH8's landed with the nose gear retracted due to system unfamiliarity, or not pulling up hard enough on that release handle. Both cases, if handled correctly, would not have ended up with embarrassing pictures posted on Google. The QRH's have been re-worded over the years to convey the fact that there may be high forces required to overcome the uplocks. As I always sum it up in training, "pull until you achieve the desired result". Hence my cable on the CP's desk comment Regardless, this was minor. We have seen worse brought on by landing gear issues (thinking Eastern L1011 in the Everglades).
  15. Hopefully the crew walked into the Chief Pilot's office and put the alternate extension handle and cable on his desk