TreeA10

Yep, always the FNG that thought he would show motivation and seriousness by showing up early only to take a verbal beat down while being informed his job is to learn to be a fighter pilot and be ready to fly whether on the schedule or not. Had to explain that to several new guys. RTUs should teach that.

That was attributed to pilot error doing a full rudder deflection swap which caused the rudder to fail. Not that I agree with the findings but that's what they said.

Yes, you can fly it single pilot if the other pilot isn't horrendously incompetent and keeps touching switches. Self induced problems were apparently a trend item with this guy.

https://admiralcloudberg.medium.com/legacy-of-a-lie-the-crash-of-atlas-air-flight-3591-519a3a7bd6ec

The conversation is also happening at AA where he was hired.

Ammoseek.com is a website that does internet searches.

I flew the 737, not the Max version, and my understanding was A) the STAB TRIM CUTOUT switches still work and would have stopped MCAS, B) the jet is controllable with full nose down trim but only at slower speeds (w/flaps?), and C) higher airspeeds put too much pressure on the stab and that pressure prevents manual trimming of the stab. Any 737 guys with better info?

Yeah, I don't how someone would fall to do something, anything to stop the aircraft from accelerating uncontrolled. Never say never but I don't think the Max accidents would have happened within US or European airlines.

I've wandered into and out airport sans mask. My only encounter with anyone making a comment was a TSA lady at the Known Crew Member entry who asked "Do you have a mask?". I replied "Yes" and kept walking. She laughed.

Could have been a botched go-around. If you select gear-up prior to bringing the flap lever up from landing flaps (25 or 30), you will get the configuration warning. But if I've got a low altitude flight control issue and don't hit the ground while cleaning up the jet, whatever works is fine with me.

Can't say I've got excellent recall on them but it sounds like autopilot disconnect and configuration (e.g. gear not down and landing flaps selected, speed brakes extended, etc.) warnings.

I'm not sure I can withstand the outrageous level of bogosity.

I don't think complaining about a biased media helps but I'm going to keep complaining anyway. Over the last 4-5 years, Think of the very long list of "bombshells," "the walls are closing in," and "the beginning of the end" declarations based on "anonymous," "off the record," or "sources inside say" information that were total fabrications yet the media slobbered over those stories endlessly. No facts, no problem. Yet, any story that contains factual credible information that might shed light on the corrupt dealings of their own party (yes, most media works for the democrat party) gets ignored.

Twitter feed of mostly Russian and come Ukrainian military equipment destroyed or captured. The video of John Deere tractors dragging off T-80s is something I wasn't expecting. https://mobile.twitter.com/uaweapons?fbclid=IwAR3BlDhCf8vBzxNPmSF3dgpqzo2yjcKr6_VJDDt5Lz-JJhiFRf_hX37oPjY

He could switch teams and compete against the women. Probably kick ass and medal into his 50s vs finishing way down the list at 24.

My youngest did an engineering ethics class getting his EE degree and did a paper on Boeing for the class. Building the 737 MAX to "save money" had cost Boeing @ $34 billion up to that point.

Some stories keep bringing up Georgia Tech along with this IT guy. So far, it sounds to me like there was a government contract to do work with governmental IT systems. I'm not an IT guy but I'd guess there were classifications and clearances given, Non-disclosure agreements signed , etc. associated with that contracted work. Violating those clearances and NDAs probably come with a criminal statute and sentencing guidelines. Sharing government data probably violated both.

Kids in bounce houses...... so terrifying.

Being a little generous with the ordnance, I think. https://getyarn.io/yarn-clip/9a8f5085-1f4d-4f61-a059-fd503680c2e2

I'll also throw this into the hopper, if the flight lead is a weak instrument pilot, odds are that power changes, configuration changes, and control inputs to fly the approach will be large and late creating a much larger and later correction by the wingman. The decreased response effectiveness of the throttle(s) and flight controls are made worse at slower speeds like an approach. You work your butt off flying on the wing of a weak instrument flight lead.

Had a major electrical failure in a T-38 with low ceilings and flew a formation approach to find the runway.

I had the pleasure of flying with Thor in two different squadrons with too many Thor stories to share. He was a talented pilot, a great friend, and all around nice guy. He will be missed.

Okay, the name is different but it's the same. Try using that logic and putting a part on a jet that is exactly the same but doesn't have a mil-spec and use the argument "it's the same, just the name is different" and see how that works for your career. If those two vaccines are the same, why do they not solve the problem by using the same name and make it official? Sure would solve a lot of issues.

Normally, I've flown pax at AA but in September I had 3 cargo flights DFW to LHR with 50 hour layovers. No passengers causing boarding issues, no leaving the cockpit door locked, and no taking 45 minutes going through security with flight attendants with 5 bags containing grocery items they bought in London/Paris/Madrid because we don't have butter/olive oil/yogurt in the U.S, apparently. For peace and serenity, cargo might have the upper hand. I was seriously enjoying those trips. If you like travel, non-rev flying can be hit and miss but I've taken the wife to France, Spain, Ireland, Chile, and Australia plus a huge number of places domestically that I've also taken my kids. So, I'd give passenger flying the edge in that regard. The grass always appears greener somewhere else. Don't worry about that and you'll be fine.

AA 777 FO. I've done 767/787/777 international and 727/737/MD80 domestic. Most of your work is done from leaving the gate to level off and then descent back to the gate. Domestically, you are going to do that several times per day over multiple days with shorter layovers. Hotels are hit and miss. Mechanical, weather, hub delays only make your day worse. International trips you fly 2 legs with a longish layover. ETOPS doesn't allow for many open mechanical issues and we usually have a maintainer on standby to get problems solved. Hotels are usually nice. Long layovers means you can explore local history, restaurants, beer. Downsides are time zone/body clock and sleeping issues. Legal flight routing can put you over some barren terrain with few divert options dealing with marginal English speaking controllers. With seniority, a widebody FO can make more than a narrow body CA and work fewer days. You need to find what works for you.