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I just replaced the screen on my iPhone 5 due to a dead pixel. I took it to Apple service center. Cost $129 plus tax. Expensive but I have original parts. While waiting for the repair, bought iPhone X for my wife.

When I flew Beech 1900's back in the 90's at a commuter airline, a passenger asked my copilot "how fast does it fly?" He answered about 210 (knots). In reality this airplane would cruise at more than 260 knots TAS. It would indicate 210.

Two days ago I flew with a pilot who said just recently he deiced/anti-iced his A320, and it took them 3100 liters of type I and 500 liters of type II fluid, that's 792 and 132 gallons respectively.. Ouch.

I jumped on good old Pan Am number of times between NY and Frankfurt in it's day, and on the 747 they would put me in the first class, right in the nose of the airplane. You could see some 20 to 30 degrees forward indeed. Pan Am always put us up in the highest class they had on a given bird.

Yesterday we sat at the gate for about 40 minutes, in moderate snow. By the time we taxied to the deicing pad and started deicing it must have been about 55 minutes. We had a pretty good layer of snow on our A321. Two trucks pulled up. It took 379 liters of 100% type I fluid (100 gallons) and...

That says it all.

When flying manually the auto-thrust stays on. Company discourages manual flying as well.. Basically at about 200 or 300 feet auto-flight on, at minimums auto-flight off.

On for all normal operations at my co.

When you go manual, the airplane does exactly what you want it do, immediately.

On all the time, company procedure. Oh yea, once in a blue moon I'll turn the auto-thrust off in really nasty turbulence, and just manually set N1 according to the QRH.

Yea Greg, same here, though we do insert the quantity into the FMGC.

I feel the same way Rayan. I have flown just over 2000 hours in singles about 30 years ago. I don't think I will ever again fly a single. Been flying twins ever since. I have to have propulsion and system redundancy. At least two engines and everything else. So to me a twin is the only way to...

I roughly remember inserting the number of liters of deicing fluid into the FMGC on the A320/321. It depends how much contamination we have on the airplane, and the water/deicing fluid ratio such as type I 50/50 ratio, type II 75/25 ratio. Numbers like 170 liters, 265 liters comes to mind. So...

In Europe all I see is type I for the first step and type II for the second. I 've never seen type IV in EU.

You have it down pat Sluggo. Proper control input in gusty conditions.

When you fly local, the weather is what you see out the window. Once you start venturing further away, you may fly through different types of weather, which requires good analyzing, and depending on your experience level it might be a go or no go. You handled it well.

You're absolutely correct Kritchlow. The A320/321 will blow right through airspeed limitations, and into the red barber pole, if you don't stop it. At my co., we have a good number of flap/slat airspeed busts. Never get to the gear limitations, as you said, as the gear comes up at positive climb...

WOW! that's so cool. Thanks for posting paflyer.

You got it down pat Ren. We have layers of departments working for us. We come and do the very core of this business - take 180 or 230 passengers depending which airplane I get on a given day, 24/7/365 in all weather conditions, sometimes hellacious, and deliver them with the highest level of...

Cruising along.