Meatservo wrote: ↑Fri Aug 16, 2024 10:32 pm It was a Covid joke, you retard. Do you have to be so fuckin awkward?

Stick to your day job - if you have one. Comedy just ain't your thing.

Meatservo wrote: ↑Sun Aug 11, 2024 7:00 pm I don’t believe in fuel microbes. Wake up, sheeple

Google is your friend, or do you believe that's only for "sheeple" too?

Proof positive that if it's humanly possible to do something stupid, someone will eventually do it.

Reminds me of the brand new Etihad A340-600 that jumped a blast fence barrier in Toulouse, France during an engine runup.

https://simpleflying.com/airbus-a340-wr ... -delivery/

Sounds like a loss of oil pressure caused a problem with propeller pitch control that contributed to the control problems on short final. C-GSUJ, an Air Spray (1967) Ltd. Rockwell 690A, was conducting forest fire fighting operations approximately 45 NM NW of the Fort McMurray Airport (CYYM), AB. Abo...

A finding as to risk is not the same as a causal finding. The risk of habitually exceeding floor loading limits is not in the single event, but in the increased potential for fatigue damage over time.

I believe this is the same accident.

viewtopic.php?t=215560

Found this nice article on her story. A life well lived.

https://www.msn.com/en-ca/travel/news/c ... e901&ei=46

FishermanIvan wrote: ↑Wed Jun 19, 2024 7:47 am

propfeather wrote: ↑Wed Jun 19, 2024 6:01 am She was one of the most impressive humans I've had the pleasure of spending time with, what a horrible loss.

Same. I’m so glad I got to be a part of her life, and her part of mine. I’ll miss her every day.

My condolences to both of you on the loss of your friend and colleague.

https://asn.flightsafety.org/wikibase/389777

https://kasiaviation.com/air/

newlygrounded wrote: ↑Thu Jun 13, 2024 9:25 pm
How do you do that to someone who is seriously injured?

There were four people in the boat - two had serious injuries. They did not say that the driver was injured.

I'm wondering if there was some type of impairment or incapacitation involved.

At the end of the day it all comes down to acceptable levels of risk. Each of us has our perception of risk but most of us don't sit around the table and actually look at the risk from a statistical perspective. A key component to the equation is survivability - a fact which the TSB mentions in this...

The other single engine aircraft don't spend a significant amount of time flying around at 500 ft or below over treed areas (as that's where the fire is) or around/over/through an actual bloody wildfire... :roll: The only reason a single engine fireboss is used is because an accountant has determin...

TSB final report is out. Pretty disappointing that they couldn't figure out why the engine rolled back. https://www.tsb.gc.ca/eng/rapports-reports/aviation/2022/a22p0067/a22p0067.html If fighting fire in a single is a "recipe for disaster", then so is virtually every other use of single engined airc...

This reminds me of the Lufthansa A320 incident in 2001. They took off with the captain's sidestick mis-wired such that the aileron control was backwards. The FO had watched the controls move on the flight control page during the taxi out but the incorrect direction of movement wasn't recognized. Aft...

I never assume they contain the whole story because I've seen way too many that were poorly written and/or contained incorrect assumptions - usually made by the NavCanada person who wrote the original AOR. It should be noted that those AORs are usually made without ever following up with the crew / ...

‘Bob’ wrote: ↑Wed Apr 10, 2024 8:43 pm Bucking bar.

All the parts are accounted for. Just not Spirit Aerosystem's tools.

If that is a bucking bar, where is the rest of it?

The devil is in the (somewhat lacking) details. Were they trying to avoid causing a taxiway incursion, or were they trying to avoid an aircraft that had pulled in front of them?

Wow, I'm surprised they didn't think reverse thrust was a good idea for these machines. Reversers on turbofan engines are less effective at lower speeds, and seeing as the 146 was designed to land at fairly low speeds on short fields, they weren't seen as being much of a benefit. Instead, the main ...

I call BS on comment that only the last part of the runway was icy. I suspect the entire runway was icy, not treated or inspected by the airport operator. I suspect the RJ100 crew did not plan for an icy runway and tried to turn off on taxiway A with a lot of speed. Very likely true, but if you thi...

The NTSB preliminary report shows there were oil pressure warnings on both engines prior to the pilot's call to ATC about a dual power loss.

https://aviation-safety.net/wikibase/351596

Scuttlebutt is the runway end was essentially 100% icy but the airport didn't seem to know about it so it was not reported to the crew.

pelmet wrote: ↑Thu Jan 18, 2024 6:41 am
I wonder if he was able to feather the prop.

I can't see any reason why the prop would not feather. This has happened a few times on different variants of the PT6. Usually something awry in the FCU forces it to "think" more fuel is required.

I have no inside knowledge whatsoever but my brain goes straight to it being due to jet fuel in the tanks instead of avgas.