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Also depends on takeoff performance. Sometimes you need to go with packs off for max performance, and if your APU is inop for whatever reason, that means unpressurized.

Some controllers still struggle to understand IAS vs GS. We were going to LBB a while ago, and ATC tells us he needs speed 240. We say ok, accelerating to 240. "No, I need you to SLOW DOWN to 240 knots, you are doing 285 knots". We were at 220kts indicated...

Sporty landings on 18 :)

That's one heck of a glideslope...

How much time you've got in an A320? You're saying that with AP on, the stick still only has "springs and dampers" and feels exactly the same? There's much more happening in that sidestick than you seem to understand. Also, A320 is not applicable. You'll find in the Federal Register that there...

The A320 has no "feel" in normal law, but alternate and below, it has artificial control forces in the sidestick. I understand this is to fulfill .671 and .672 and .173 etc. I only have 10-ish hours in a sim in a 'bus, but when it kicks off Normal law, the stick forces completely change.

I just did. You're saying stab trim position is not an input for the elevator control feel computer? Don't forget the single type rating limitations here. Can't redesign too much. You also need to read about augmentation systems (A320 being the case you refer to) and how A320 control forces...

Larger engines mounted further forward, and due to the single type rating requirements, the designers had a very limited toolbox in use to fix it. It's all about control force requirements for Part 25 standards. Movement of the stab was required to make the forces linear. "(a) Each control and...

Every plane with underwing engines produces a nose-up moment when you add power. In jets, the moment is surprisingly strong. Add full power at low speeds and you need over 50% of elevator deflection just to keep the nose from pitching up. The 737 is stable, MCAS is designed to operate in parts...

The helicopter pilot posted elsewhere. He was waiting for a release when it happened. He lifted off and got out of the way only to avoid the fire.

You just busted 91.117. ATC cannot waive the 250/10k limitation. 91.117 specifically says only Administrator can waive the 250 below 10, but ATC can waive the 200 below C etc. Same as ATC saying "maintain maximum forward speed" and you going 320kts or whatever your redline is. Just not legal.

Tell us more :)

"Airliner 1234, say airspeed" "........... 250 knots indicated" (this while cranking down the speed selector) "Southwest 250" is also widely understood.

Full fuel payload is probably the most useless number in all of aviation. The plane that I currently fly has full fuel payload of approx. 10000lbs, and it has 76 seats. Are you saying we don't need half of those seats?

That's a fantastic link. The problem is that there are DPEs who have no idea how things like lift work, and they will bust you if you tell them about circulation and Newton. I know someone - honest to god - who failed his private initial, because he didn't use the "longer path" method to explain...

You have a POH limitation for crosswind? How much is it?

Depends what kind of IFR we are talking about. Punching through a marine layer, probably not much. Flying the published missed off KASE VOR/DME-C, probably much more.

There are a lot of little local idiosyncrasies like this, even at the really big airports. ORD for example - the standard is that you get assigned 210 knots, then get cleared for an approach. If you start slowing down, they will yell at you, hard. So even though AIM 4-4-12 g. says approach...

$150 replacement, or $5000 upgrade. I know what I would do.

Found one today! KMCI Kansas City Intl 01R. And it actually works.