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Not required but it’s a good idea from a safety standpoint to at least submit a ASRS report so others might benefit from the cause of the failure.

The legal term for this is “Suing the phone book”. You name everyone you possibly can in an accident.

What is the procedure recommended by Sling for an engine failure? What is the minimum chute deployment altitude?

There is a procedure for that as mentioned in the airport remarks. Probably not a smart move at night however.

No matter what the final report comes up with the aircraft did not have the performance to execute the departure. It needed at least a 500 FPM climb rate to meet the climb per mile gradient published.

Most regionals are starting pilots around 100k a year. Vastly better than the 20k just 10 years ago.

If they were 200 lbs over gross weight which appears likely rate of climb appears to be about 350 FPM At that density altitude and assuming he nailed the climb speed. Looking at the airport notes it appears the flight probably never had a chance. TAKEOFF MINIMUMS: Rwys 15, 33, NA - Runway...

Aircraft used on routes change constantly. Some changes are long term and some seasonal. Currently regional airlines are shrinking and routes moving to the mainline. This is being driven by the pilot shortage. Delta has 160 RJ’s under contract that are parked for a lack of CA qualified pilots.

Bingo! I suspect this may be part of the problem. If she filed a lawsuit the claims she made might be an issue. It’s even possible that the person sued somehow found out she is flying. Perhaps the ex notified them or the attorney involved and mentioned the FAA hotline.

Cable strength in any certified aircraft is well beyond anything a pilot can generate before the airframe breaks. Heck even on the ground you could clamp the elevator and pull as hard as you can on the yoke and your not going to hurt the cables.

You have some big splits in nearly every measurement. I would start by checking every connection, especially grounds in the system. Make sure you have the correct probes and the Garmin setup is correct for the prove type.

There are sure a bunch of wild ideas being tossed about on here. Most make so little sense as to be nonsensical. The Marine Corps already basically knows what happened since they have the pilots statement. There are reports the pilot was very senior. Quite possibly a O6 or even 07. It would not...

“” Not really, standard procedure is to use the autopilot for an emergency decent. Spin in the altitude you want, select an idle decent mode and spin the speed up a bit. You are moving the nose from 2 degrees nose up to 8 to 10 degrees nose down. No need at all for it to be anything but a...

A 6000 FPM descent is neither tramatic or terrifying for the people in back. They would only sense rate of change if done smoothly would barely notice that. A standard high altitude approach for military jets required a 6000 FOM descent. A standard descent at idle in a 727 was 6000 FPM. We did...

Many fighters can turn off every emitter with one button push.

You only saw it if they wanted to be seen. Most stealth aircraft have available radar reflectors to provide a return if desired.

Early retirements don’t puzzle me however in Dan’s case and his age at the time he would have been the only pilot taking one. He stated however that he left Delta to take a 60,000 a year job running a flight school. He could easily have pulled in 300,000 a year teaching in the sim and home every...

If you have a constant speed prop a lycoming will develop full rated power for takeoff.

Unless you have a constant speed prop.

Seats belts lose strength as they age. If the aircraft is stored outside I would replace every 5 years. If inside every 10 years. The sun is bad news for belts. Many if not most auto racing organizations require belt replacement every 2 years.