Search results

I'm just one of those dumb, professional pilots, but if I were an FO sitting to his right, I'd be off the trip at the next airport followed by a nice lengthy convo with pro standards. If he were my FO, he'd be off the trip followed by a nice lengthy convo with pro standards.

Are you trying to get information or be in a ****ing contest? In a classic microburst, as you fly into it you will have a very strong shift into a headwind. It'll cause a jump in airspeed and/or a climbing trend. You'll need to pull power and get the nose down to stay on the glideslope. So now...

What memory aids are you looking for? Are you talking about a microburst or mechanical turbulence as the cause of the windshear? The classic microburst doesn't have quite the effect on smaller aircraft as it does on transport category aircraft. Mass and inertia, or lack thereof, has a lot to...

I thought the Speedbird 787 was a sim but I might be wrong (don't tell me wife... she of course thinks I'm perfect :D). I agree with VVS!!

Anyone that puts flight simulator "footage" into a real aviation video should be strung up by their toenails.

I don’t know what 767s you’ve been flying (oh wait...), but the ones I was flying 15 years ago were doing RNAV RNP approaches back then. I don’t think RNAV departures are really a problem. I can’t think of a Boeing or Airbus that isn’t a 707 or 727 that can’t do VNAV.

I don’t recall seeing many Cirruses running around with us in that ancient 757 I was flying when I pulled up this ATIS. Don’t know what the problem was. Wind was down the runway at 3kts.

Even hobby level competitive shooters can shoot 10,000rnds a year. I know I used to when I was "good".

2-3hr flight, with passengers. Not common, but it's been done. You know the AC works, right? Which leads to the next question, rhetorically asked, below: Nothing.. well other than trying to take it easy on the climb and descent.

I've flown 121 with the pressurization MEL'd. Under the correct conditions, it's not a big deal.

FWIW I currently fly an airbus and we use the 45deg as the base turn. It usually winds up being one continuous base turn to final.

Not that it matters to that guy, but I'm thankful he isn't paid to carry passengers.

Holy ****.. what's your story, if you don't mind telling it...

What went right? What went wrong? What can I/we do better on the next flight? Then again...

Since no one asked me, I'll chime in.... During or just prior* to the flare: rudder to keep the nose parallel with the center line, bank to control the drift. In the end, that's all there is to it. Do not overthink this. *I do it in the flare because flying down final in a slip is poor form...

An everyman's fighter jet. I'd love one of those.

B737-anything past 700.

As someone who is also "slated" to retire in the top 30 of an airline that has a five figure sized pilot group, don't put much faith into those future projections, especially when looking at what kind of flying you'll be doing. As we just saw with Delta here, fleets come and go and fwiw Delta...

Funny, if they didn't turn on the autopilot they would have been fine, at least in regards to the low alt turn. But that is the last link in the incident chain. All automation, even the mythical airbus, will do what you tell it to do whether you understand what you're telling it to do or not...

Well, they probably have the (an) approach loaded up by then, so.... Close up the discontinuities, scroll the altitude window to 100', keep the speed window closed, configure as the plane slows and hope for the best... :D Good thing at least right now is there probably aren't a lot of lives at...