Search results

Depends what you want to do with it. A colleague has a Twin Shark and is very happy with it. It's competitive in the FAI 20m multi-seat class and he's done quite well in competitions.

Well, that trip would be way less than 12 parsecs!

Losing cowling parts have been more of an Airbus 320 series thing the last 10 years or so. It's the one item I go down on one knee for to have a closer look. British Airways even had them open on both sides on a 319 resulting in a loss of hydraulic system and fire when the cowlings started...

Anyone know if there is a small ditch or something there? The gear isn't designed to take huge side loads, but still seems weird if it collapsed going into the grass at 30kts max.

Yeah, no bribes or corruption when military contracts are awarded etc. It's the same both sides of the pond and everywhere else too.

Because of the chaotic situation. However, the plane was still telling them they were both using inputs on the controls at the same time. "Dual input" was heard several times on the CVR. By then it was too late anyhow.

All transport category planes I have flown from 4 different manufacturers have gear down as part of the off airport emergency landing checklist. Looked like the nose started to raise to me, but they were probably running out of energy, so the trajectory didn't change much.

Should be LOP in that case.

Or was CNN. Almost 10 years ago now.

Still needs some tape before the next flight.

Only one engine type used on the 747-8, the GEnx.

I would do it just as you suggest, ADS-B check, clearing, then sequence. However, I'm more or less eyeballs out all the time during a sequence and have spotted traffic numerous times during practice. On a few occasions I've aborted the sequence because of it. Climb back up, start again.

At my company the CVR is on none of the checklists. The securing of CVR by pulling the CB part we have on a separate incident/accident guide. No idea how Alaska does it.

Never seen a checklist with the CVR breaker on it. It's procedure to do it in case of incidents/accidents like this, but not an item on the checklists I have used on Boeing/Airbus.

I'm in the process of returning to narrow body after 7,5 years 777. Loved it and will miss it for sure.

The 90 seconds using 50% of the emergency exits certification is the same everywhere, but to me has little relevance compared to a real-life situation. According videos the first passenger exited the aircraft about 7 minutes after they came to a stop.

Only thing I can add is we do run-ups on the B777 and the A320 for ice-shedding and to minimize ice build up on non anti-iced surfaces like fan blades, not due to lack of bleed pressure at idle.

Well, I married a flight attendant. Not sure if that's good or bad for my health.

And if PA-20, maybe a PA22/20 with the slightly wider main gear after conversion to taildragger.

It's more or less the same on the Airbus. At our company it seems the Airbus is more resistant to loss of GPS signals than the 777. I've lately experienced loss of GPS on the 777 for 30-45 min on a lot of flights in the area of Turkey, Iran, Azerbaijan. More annoying unless you need to do an...