nomis

You need to read this https://covid19.homeaffairs.gov.au/leaving-australia

Looks like a F+W C3605

The 350-1000 has six wheels per main gear just like the 777 and Qatar will be getting them.

Happiness is a dry fart at V1 out of Mumbai.

Still there this afternoon as I taxied past. Not going anywhere fast Bruce.

Which aircraft types are capable of this pilotless flight that some of you think is the answer. Civil passenger carrying not exotic x series aircraft.

Tell that to to the Italian navy!!

Coming out of Narita this morning.

The 340-300 has a MTOW 45 tonnes heavier than an A330. At very light weights the 340 centre gear sometimes doesn't even touch the ground. You can operate the 340 without the centre gear, it stays retracted, but it reduces the MTOW to about 225 tonnes. The 340-600 was up in the 350T range for take off and 247ish for landing needing the extra bogie with brakes. The standard 340 centre gear has no brakes. Yes the 600 was a step too far in size and was a pain to taxi everywhere.

Have your very own battle. http://www.platinumfighters.com/#!ha-1112-m1l/c12zi

So are we talking acute or chronic fatigue.

They don't work as a backup. Most aircraft use an IRS/ GPS/DME,DME mix to get a point through the FMS. So they use all the equipment together.

On 28 July 2004, a Piper PA-31T Cheyenne, VH-TNP, with one pilot and five passengers, on a private, instrument flight rules flight from Bankstown to Benalla, collided with terrain 34 km south-east of Benalla. All occupants were fatally injured and the aircraft was destroyed by impact forces and fire. Instrument meteorological conditions existed at the time and the pilot had reported commencing a Global Positioning System (GPS) non-precision approach (NPA) to Benalla. The experienced pilot was familiar with the aircraft and its navigation and autoflight systems. The flight did not follow the usual route to Benalla, but diverted south along the coast before tracking to the northernmost initial approach waypoint BLAED of the Benalla Runway 26L GPS NPA. While tracking to BLAED the aircraft diverged left of track, without the pilot being aware of the error. The air traffic control Route Adherence Monitoring (RAM) system triggered alerts, but controllers believed the aircraft was tracking to a different waypoint and did not question the pilot about the aircraft's position. The destruction of the aircraft navigation and flight control systems did not permit verification of their operational status. The investigation found that instructions to controllers relating to RAM alerts could be ambiguous. Actions were taken by Airservices Australia to enhance alerts and clarify controllers' responses to them. The occurrence drew pilots' attention to the need to pay careful attention to the use of automated flight and navigation systems and also demonstrated the need for effective communication between controllers and pilots to clarify any apparent tracking anomalies. The Australian Transport Safety Bureau's (ATSB) final report was released on 7 February 2006. In July 2008, during the subsequent coronial inquest, additional information about the possibility of dead reckoning navigation by the GPS receiver was provided. The ATSB investigation was reopened to examine that possibility and an amended report issued. That investigation found that dead reckoning navigation could not be positively established as there were inconsistencies between dead reckoning principles and the recorded radar data. Neither could it reconcile how a pilot would continue navigation by GPS with the alerts and warnings provided by the GPS receiver and the instrument indications. As a result of the reopened investigation, the ATSB issued a safety advisory notice alerting users of GPS navigation receivers to take appropriate action to ensure familiarity with dead-reckoning operation and any associated receiver-generated warning messages.

Compared to the vacuum cleaner CFM-56s, and whining Trent 700s I use on a daily basis theses things are real.

Only in the USA

CAF Helldiver

Best seat in the house

I'll have one of these please. Sonex Unveils New Single Place Jet

Cloudsuck, I work out of Hong Kong. The sukhoi is someone I know from Canada. We have guys based the world over so half the aircraft I mentioned are overseas.

Ozzie, All large heavy aircraft have to flare. At my VAPP of between 135-155 kts the rate of descent would be 700-900fpm. If you dont flare from this you make the front of the newspaper, scare all the punters and visit the Fleet office. Even a CATIIIB approach has the aircraft flare. They fly just like any aircraft. Just from my airline, we fly our fleet specific aircraft then everything from Jabs, Drifters, Pitts, SU29, P51, Bearcat, Sea Fury, Hawker Hunter and even a few choppers and gyros. Most of us enjoy flying and realise your only as good as your last flight and landing. Personally, other than the inertia, I find no diff between the 340/330 I fly and the RAA and Pitts I fly. They are all great fun. Kevin, your being too hard on yourself. As long as its fun keep on flying. It will come good in the end.

Motzartmerv and Ben, No different to some of the views here. Ranged from hang em high to they saved the day. There are as many oppinions as pilots in an airline, like any job. Unless I saw the QAR info on the aircraft and actual weather reports it is only a guess. An aircrew and aeroplane forced to their limits by weather. Probably combined with government policy on noise sensitive runways. No one thing but the Swiss Cheese effect of problems lining up till they Zap you. Sorry not much help.

The approach does look a little unstable but do you know whether they had hit shear or were in mechanical turbulence caused by buildings/trees surrounding the airport. I flew an a340 into Franfurt the day this happened , TAF the same as motzartmerv posted,and the wind was still 100-120kts at 5000ft. There was a lot of Shear so the approach was quite challenging. None of our alternates for 600miles had anything any different. I dont know of anyone at the airline I work for that would knowingly break SOP's unless they had an emergency reason for doing so.The bus is capable of slips/skids and crossed control flying just as any aircraft is.

Mazda, TCAS is still very much head in the cockpit. The TCAS will call CLIMB/DESCEND. You then have to promptly and smoothly adjust your V/S to maintain your V/S pointer in an area displayed as green on your Primary Flight Display. The area you don't want to be in is displayed red. You cant just be heads out looking for the other traffic. The V/S called for can and does change quickly depending on how the other traffic responds. Everyone will still have a look out but you are flying your V/S by using the PFD in the cockpit. This is on the A330. Others might be slightly different. Our TCAS is inhibited below 900'. You only get Traffic Advisories instead of Resolution Advisories that will tell you to climb or descend. Can't see how an RAA aircraft would benefit from either this or ADSB. Most people would be better off spending their money flying more often and having further training to make them a better pilot than spending it on gadgets. Currency and training will beat machines and electonics anytime, and thats coming from an Airbus pilot. Anyway the most fun type of flying is the type Browng seems to do.