flap setting?

What if... You load up and shut the door and complete the numbers and they work as they always do. Just then TC shows up with a scale. Passengers and bags are weighed and the tanks are dipped. What's your defence? I'd suggest "standard weights" won't help much. You've given enough information about...

http://avherald.com/h?article=4428da13&opt=1024

My mistake, the plate is in meters not feet. I looked it up on the link originally, I read Canadian plates and just assumed its in feet like ours lol.
sorry. BTW I read the plane was a newer one, can't find the link though.

linecrew wrote:Maybe you should drop a line to NavCanada. I'll bet you that they don't know anything about those towers and from what you're saying they really should! The contact info for the customer service people is somewhere in the front of the CFS.

this

Actually I fly at a 705 company with rampies, fuelers, and a crew more than 100 pilots deep. I run the numbers every day, every flight, and they always work, every time. If I'm ramp checked I will pass. All I have to do though is look behind me at the 19 seats filled with people, and down at the pap...

some top notch advice in this thread.

cdnpilot77 wrote:"Granny gas" and extra cargo are the same thing...if you take more gas, you have less room for pax or the freight which you are to fly. Legal is legal and illegal is illegal, this is very black and white no matter how you try to spin it.

Didn't say it was legal.

bmc wrote:Grumman Albatross. You can live aboard. Land anywhere.

I'd take one of those too, sounds good to me.

And one last tip: instead of telling me to GFY, try it saying it to the person who's pushing you to operate like this. It ain't easy, and I've been there a few times. But this industry needs more pilots that hold their ground. You seem to lack the reading comprehension you claim to have and that's ...

Tiger Moth. If you're going to have an adventure, might as well make it a real one... stl that would be one hell of adventure trying to pilot one of those around the globe, might take you a while too. Kids at airshow's eh? I guess that rules out a 777 in exec config full of attractive, young, blond...

Are you kidding? http://www.dailystar.com.lb/News/Politics/Mar/29/Crashed-UTA-plane-carried-10-ton-overload.ashx And if I spent more than 3 seconds on google I'm sure I could go on and on... You have some learnin' to do pal...believe it or not, planes do crash from being overweight. I'm not saying ...

After watching that show about Buffalo Airways where everything revolves around disassembly of the mail to fit it through the door on the side why has the company not aquired aircraft with a door which fits the cargo like a C-123, DHC-4, DHC-5, C-130 instead of L-188 and such? That's like asking a ...

piece of paper
Aviation is old school, they have video games more advanced than the G1000 these days. Try not to let it bother you.

it was already stated that the dme and radial info can be taken off the fms without being tuned in on the Nav's. Two good/popular theories from the information we have. 1. A botched circling 2. Tracking VOR instead of ILS Both theories require the stars to align for this accident to happen though, i...

wrong power setting maybe? V1 cut? Bad fuel? Flaps on incorrect setting? runaway trim or incorrect setting? High density altitude? Control failure? Bird strike? Suicidal maniac(s)? Bombing? Just brain storming. Those birds have lots of power and fly overweight all the time without even knowing it du...

This airplane is two crew, with two computers, and two sets of avionics, both pilots need to make this navigational error at the same time in order to track the VOR. Alternatively one pilot needs to convince the second that he's set up incorrectly and should switch to the VOR instead of the GPS or ...

There is no DME arc, it's a full procedure ILS. I know what I would have done coming in from the South in the flight levels at an uncontrolled airport. I would descend to my 100/25 safe, self vector onto the ILS by OBS'ing the runway with my RNAV and intercepting the inbound track, and complete a st...

Its most certainly unforgiving landing power off from 200ft AGL as in Cat Drivers original post and can be downright dangerous in the hands of an inexperienced pilot. Misjudge your height in the flare and land in the wrong attitude and you might be having a bad day. Especially for a guy who has so l...

idk what Cat drives, but if its 215's, 415's and PBY's, I won't take away from his experience level as its vastly superior to mine and I've never flown seaplane and don't know how they handle. That said however, between me, and the 4 other float drivers I worked with in Northern Alberta we all agree...

looks like the corpse was cannibalized a fair bit.

[rant] Its called a TILT check ladies and gentlemen, learn it and use it plz. This isn't amateur hour, its professional aviation, and this is private pilot shit that even 200 hour instructors have committed to memory and use on a daily basis. It's okay to make a mistake and leave the transponder in ...

All of my checklists are done via a flow, then when able I pull out the checklist and confirm that I have not forgot anything. In most aircraft right up to things as big as a King Air or Metro provided that you get the gear up and or down and the flaps up and or down everything else is is not "miss...

MUSKEG wrote:Bahhh You are perfectly fine. The CAR'S say you should not be fatigued so you are not.

this

I've had to do this in float planes before (snye), and I've done it on unimproved strips once or twice that didn't have ramps (dodging helicopters and 206 tails). Not something you want to try on a gusty day with a short strip ;) I wouldn't recommend trying this manuever under any other circumstance...

nvm misread another post