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Ok, I've been perusing the docket this morning and coming to the conclusion the NTSB is kind of giving manufacturers a bit of a pass regarding their operating instructions and how it could have a bearing on the FO's understanding of stall protection: 1) Again, though not Bombardier's fault, the...

Not to mention the FMS default weight was programmed for 3,000 lbs. less weight than actual. That's equivalent to the typical estimated weight of 15 passengers, in practice.

Nothing there that's contrary to what I'm saying. G-forces result because the flight path is deflected. If the turn radius needed to align with the runway is correct, but you then "unload" the wing by decreasing the g-load you are also increasing the turn radius and won't line up with the...

I'll challenge that statement. If they would've "dropped the nose" then the turn would widen too, defeating the purpose of the steep bank. They should have gone around. Never any need to bank more than 30° when circling.

I've wondered why ADFs can't use AM broadcast stations and triangulate position based on known station locations the way GPS triangulates from satellites.

So, you're willing to become proficient with the 200+ pages of operating instructions in order to use your GPS, but not willing to simply learn how to set up a VOR head that requires no manual, and that you already understand how to use? That makes no sense.

No, I said it myself. But thanks for broadening my horizon slightly. First I heard of "le femme". Transgender now?

Methinks the controller said it while smiling. You can say almost anything if you smile at the same time.

Two corporate jets have now crashed 500' below DH there, one in fog, the other in wind. What can be common to both? Glideslope antenna? Flight director model? Other??

Looks like they hit the same spot as Johnson & Johnson in 1976: https://aviation-safety.net/wikibase/329306 https://www.ntsb.gov/investigations/AccidentReports/Reports/AAR7804.pdf That black spot on the side of the hill lasted for years.

You flying that Cub in your avatar? Just tip the wings 10° and wait for at least a full minute. It's when you get in a hurry that bad things happen.

When you're working on aviation knowledge check out rate of descent when below best glide speed — it should be slower not faster. Of course, I know what you meant. You mean "steeper" rather than "faster". But it's a fine point you don't have much use for at your level. Are you dropping into a...

Reengineered Boeing seating:

Depends. Each speed change is coupled with a flap change, so maybe the power stays the same and target A/S simply follows the flap setting. :dunno:

What's the definition of "maintain"? If circumstance puts you below glideslope, don't you want to return ASAP? Wouldn't your elevator be the quickest control for that? If "maintain" is meant as an initial target setting at GS interception, I'll buy that instead.

Ah, the memo I missed. See par 4.: https://rosap.ntl.bts.gov/view/dot/70562

Page 20, Part 1 of the AIM (1969), for one.

If it's to scale, that's a mighty big wind "T" too.

Guys, it's a flashing amber light on the control tower at night or near the center of the segmented circle. If that's changed since I was a Cub Scout, I missed the memo.

I think "sudden desire... by force..." is what is exclusive.