Good point. If you're hand flying an approach with a 30 knot crosswind and you haven't hand flown an approach
in a while, it's easy to forget how much crab that you need into the wind to compensate. Yes, you're supposed
to keep that flight director tight, but that's easier said than done in a...
Good question - I forgot to add FLC (flight level change) into what I said above. You can either go VNAV/FLC in what I fly.
Or just go FLC and dial in 200 knots for what I do. But the dial is still cumbersome when you're really busy with the other
stuff that I mentioned. If you go VNAV and...
It's not as easy as that. A go around in IMC is one of the hardest maneuvers in flying. The transition from getting ready to land and climbing into
the soup is a big one. In my view, it needs to be a well-choregraphed sequence of events that should be practiced regularly. The first thing...
I agree.
But, it a jet, you definitely aren't taught to do
stall types of landings with your gear just inches
off the runway like in a Cessna172, 182,
210, Cherokee 180, etc., etc.
Randomskylane, I don't think that there's an airplane out there where you can't
turn airspeed into altitude by lifting the nose - that's as long as you have ample
airspeed above stall. It can definitely be done in a jet as well. I used
to do it all the time in the Baron (without passengers -...
It's definitely worth asking whether having a gear up landing would have been more survivable.
But the pilots may not have had that choice - I would venture to guess that the gear is hydraulic
in the Challenger. And with both engine driven hydraulic pumps inoperative, the gear won't retract...
I agree that the Pro Card doesn't prove one's "knowledge or skill level." But I'll take it one step
further and say that it's difficult to prove one's knowledge or skill level being an airline,
charter pilot, cargo pilot, etc. I guess that's unless you just don't screw up and just keep on...
Can't argue with that. But there's different levels of professionalism.
Captain Sullenberger was former Air Force and a very good thinker.
Many wouldn't even have done what he did to save all of those people that
day. A guy like Capt Sully packs it all in concisely. In my view, he's...
BS - I have starter generators and FADEC which automatically ignites the igniters
after an engine failure. I am fully aware of the dual engine restart from the memory
items for a twin turbine with no APU - for you to automatically and ERRONEOUSLY
say that I'm not (because I don't fly a...
Here's an interesting add on to that from the same YouTube forum:
<<..I flew CRJs with Skywest and I 100%agree with you. Those stupid tabs are a dangerous design. Problem is, once they're "bumped" and unlocked, it doesn't take much to bring the thrust levers to the shutoff position. Even with...
If it wasn't birds or fuel completely disabling the engines, these poor guys
didn't have a chance to get those engines started again. That's because if
it was a windmill start, they'd need 240 knots + according to the Challenger
604 checklist. And, according to this helpful post on another...
We'll find out if it's nonsense or not. And it's not fact-free.
Birds causing both engines to fail is very rare - that's
a fact. The last time it happened (15 years ago), the FIRST
thing the pilot said was "hit birds, lost thrust on both engines..."...
I agree - this is all just speculation.
But just FYI, Hop-a-Jet isn't perfect. And not everything goes 100% by
the book.
The NTSB concludes that the Hop-a-Jet pilot's failure to obtain clearance for takeoff caused a near-collision with a JetBlue flight.
The JetBlue flight had a normal...