Excellent work sir.
I am not surprised on your findings though.
You just need to get near one in real life to understand they are not the weakest link.
Quite often they are the only thing left after an accident.
You get to see it in the SIM when you do a windwind shear at flare height and don't follow the wind shear escape manoeuvre.
It just goes bang and the screen blanks out. And a number is called from the back.
I have only seen it do it once.. And it was a new first type first officer. I did a...
The speed bug is the speed they are trying to target.
I don't know what automation systems the crj has.
You completely correct 3.5 hours is not sufficient to be current.
To be honest his whole total hours since 2007 rings alarm bells to me.
Spoilers to me are a relatively new system.
Turboprops we used to use drag off the propeller to adjust energy state or rate of reduction. But it was all done through your hand on the power levers. And those levers were always manually operated.
Jets have autothrust and it will vary the thrust...
As for the comment on the pilot training record.
He seems to have a gut feeling as well about the training picture being shown being a factor. Personally I think it's just as likely a training department big picture issue than the individuals.
Again this is coming back to the oversight by...
That's called the maneuvering limit load tug.
Flaps up it's -1g to 2.5g
Flaps out 0 to 2g
This is into certification requirements.
There is a load of other limits in relation to turbulence. As pilots we don't as such have any knowledge we have bust them until an email turns up.
I have...
Human performance wise looking at the Captain and thier background there is something nagging me.
Relatively low experience less than 4k hours since 2007.
The time line from the performance drop and reaction of the PF just doing nothing isn't normal. The trainer should have at least said...
It gets a feed from the GPS and ECAS. It gets upset when your GPS jammed.
Proper Airbus is 1980's but has a common databus for system data and position.
I think it was developed around 2005.
If I tried to do that the machine would be yelling at me "not a runway" as soon as the ground speed goes over 35 knots or the power levers get pushed up more than 45 degs.
I haven't seen the system available for a 737. Airbus have it.
Oh to note Heathrow won't pay for snow clearing equipment and say loosing a day of movements is more cost effective than investing in the gear and training
There isn't, there are a few.
This is the power to the terminals not the infrastructure eg runway lighting, radar etc.
It's chaos it's going to take over a week to sort out the aircraft nevermind the rest of things out of place.
Rule 5 only applies away from landing areas. Which is the 500ft.
The whole setup is a fudge of the normal. I really think all norms have been waved.
Unfortunately lives have been lost to end it.
I suspect discussions now are purely financial to allocate who is going to pay the deceased...
I don't think I did.
It's about that and there is plastic deformation in the main spar. Which may or may not cause the gear to collapse.
1100ft/min is a helva sink rate.
Around 5 Deg is normal flare attitude.
These numbers are above my experience line of survival from reports I have read.
There is thing called aerodrome traffic zone in the rest of the world around airports.
But I don't know if the FAA uses it.
It's up to 2000ft and 2.5NM midpoint of longest runway.
