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The F18 and I suspect the F35 at an minimum auto trim when the gear is retracted. Many FBW aircraft like the Airbuses auto trim all the time. I suspect full time auto trim given the complexity of the transition mode in the F35.

I find this a bit hard to believe. It’s drilled into airline pilots not to descend below class B airspace even if cleared for a visual. There is a practical aspect also as going below the bravo requires slowing to 200 knots.

I hope the OP never sees a truly complex fuel system! The BO is a simple system. It would be much more complex if plumbed to return fuel to the tank in use requiring additional lines and a selector.

It’s an Airbus, no one knows what happens if you land on a runway you have not programmed!

Airbus has some of the most convoluted emergency checklists. They can be even more confusing because at one point they required you really understand the systems. That helped in understanding the how and why when running checklists. With the new dumbed down training that is no longer the case...

At airports the heavy aircraft use everyone pretty much flies the exact same ground tracks. They don’t have heavy only arrivals and heavies get tighter spacing than many smaller aircraft that have wake turbulence considerations. They also use the same taxiways and often the same gates.

Just make sure all the structures around you are built the same. What always seems to get properly built hangars in a hurricane are the junk hangers crashing into them!

It would give you a much better chance of a flat tire keeping all the problems in one location.

Take your wife back in February. Then ask again!

Get your radio checked and fixed if it’s 20 years old and never looked at. The number of unreadable radios seems to increase every time I go out. If your an older aircraft it’s highly likely you have at a minimum corrosion and ground issues for the antenna and wiring. There are aircraft at my...

It’s also virtually impossible in the US to sue someone without significant assets or insurance. The first thing an attorney does is verify there is money available to go after. If not they won’t take the case.

They were about 40 feet from the hold line. Regardless it’s irrelevant. It could have been a 757 and they would have hit even with their nose on the line. There is no clearance guaranteed in this situation. It’s up to the A350 to not hit stopped traffic.

I would 100% disagree with this statement. I had to make judgement calls and provide my own wingtip separation on virtually every flight I flew as a widebody CA. JFK was always a challenge as the ramps are crowded and lots of aircraft movement. The entire taxiway area around the 22L/4R and...

They were number two for departure and reported to ground that they had an issue they needed to deal with and needed a place to sit. They were given taxi instructions to do that and taxied right by the RJ and made contact. Taxi lines don’t provide clearance from other aircraft in that situation...

Wing walkers on an active taxiway? The crew is responsible for not hitting things. It’s not a ATC function to insure clearance at major airports. In fact it’s impossible. If clearance is in doubt you simple stop and notify ground you can’t continue taxi until the conflicting aircraft moves.

What I always found funny was a 78 year old flight attendant assessing if a 72 year old passenger can sit in an exit row!

I suspect he was a high minimums CA and the weather went down.

Northwest/Delta had multiple airspeed failures in high altitude icing events. One in particular was a carbon copy of AF447 with one difference. The crew flew the aircraft manually until they exited the icing area. They did not have any issues controlling the aircraft. The AF447 copilot lacked...

Garrison says the aircraft was deeply stalled! He says it was not a deep stall. I have no idea what he means by that. It appears he believes it’s a deep stall if it can’t be recovered but deeply stalled if it can. As I mentioned AF447 was recoverable but the crew held it in a deep or deeply...

The aircraft was put by the crew into a deep stall. It was held there by control inputs from the right hand stick. AOA varied from 30 to plus 40 degrees. Most jet aircraft on approach have a AOA of 5 to 8 degrees. When those inputs were momentarily relaxed the aircraft began to recover. The...