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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...

Please, feel free to dispute or argue. I'll do the same if I subjectively believe to see errors or omissions in either facts, logic or both.

M2.

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...

I meant to say VMC reserves. The rule is that even if you're on an IFR flight plan, you don't need IFR alternate reserves unless one hour before or one hour after the ETA at your destination, you'll need to file for an alternate IF it's not 2,000' ceiling and three miles of visibility...

Thanks for the info. I'm well aware of bird strikes - I've hit them in the Baron, even at night, but luckily, there wasn't any major damage. I no longer fly the Baron because I fly something faster. I fly something single-pilot that the insurance companies / FAA won't let you fly solo unless...

You're probably right. And I certainly wouldn't mean to denigrate pilots that I don't even know - or don't know anything about them. Secondly, these pilots should be considered heroes for saving the three passengers lives - as long as they didn't do anything to get into that position to begin...

Maybe from both the vehicle and the unusable fuel in the Challenger - that could be up to about 40 gallons combined. Sorry guys but I'm back to speculation mode. A Dodge Journey carries about a similar amount of fuel that a Challenger 600 has in unusable fuel ~ 20 gallons. We can assume that...

Good points. It would have made things a lot easier for everyone if the Challenger crew said that they hit birds - but they didn't. I'm not saying that they hit birds because we don't know anything for sure. But I'm starting to think that they might have hit a flock of birds. I sure hope...