....Best to go-around of you float. And the TAS will be higher at a higher elevation airport like Springbank. You would expect a multi instructor to have better pilot decision making... If uncertain how much runway has disappeared behind in any floating esp on the longer runway , yes for sure; exce...

Groundspeed increase per second at least triples at lift-off. Where’s all the the extra power coming from to do that? (Maybe was not enough?) With prelim numbers works out to just-above 1.5kts ‘groundspeed increase per second’ for each of the 6 seconds prior to liftoff, then 6kts per second for each...

The focus is the thrust issue. Yes by all means put the boost reminder in the emergency checklist!

Data IS available toward southwest. WEATHER STATION 0310 (ISANAN 83) located on rwy heading approx 15-20nm beyond rwy 23 departure end. That’s “Wundermap”. The only other really useful station I found west of this takeoff is THALTEJ Ahmedabad IAHED42 Jai Ambe Nagar which is about 4-5 NM WNW of the t...

The boost pump was in every engine start checklist of those Cessnas we had that had one.

I should have quoted that “fixated” better … 5 or so posts back someone I think was seriously teasing the issue in their particular context. It was not you! Yes, better leave it … getting a bit much. One thing I forgot to mention was that over the years studying this topic of inversion shears it has...

Without any WX indications EAST of the airport perimeter it’s harder to perceive that these two extra performance decreases are combining there. If using maximum available ‘derated’, there are then three compounding decreased performance effects that are adding up: (1)The Derate (2)The increase in t...

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The pilots, and it doesn’t matter where …. but here, as you must know by now, there are no realtime wx/indications until well east of this airport (for a very long distance). Maybe time to consult “the manual on low level wind shear” (to see if something like this is actually in there). But yes, the...

Entertain …. as in considering an idea or suggestion.

For example, where does the intense heat radiating back out of 3km of runway ashphalt recirculate-to when convecting upward in such conditions (under same said capping effect)?

6 1/2 knots given for the runway and if there is just 3 1/2 knots going nearly opposite direction (hot/hotter) closer overhead it is already ten knots negative up into the inversion’s transition . Then a “1kt” you could say could be eddy enhancement (ten percent more in this case) , if present. Ther...

The warmer inversion air above is travelling almost directly opposite here (rare I might add) and is still capping the 98F cooler air beneath it that we see there moving toward the camera, preventing it from rising ….in the photo above. The shear-effect would be more than one might think; it is just...

In researching it became clearer that this aircraft’s flightpath transitioned from V-1/V-2 in a runway headwind to more-like tailwind by 200agl into/closer-up-to drier/hotter inversion (narrow transition / coolest at the surface). Looking at the smoke plume, the upper wind appears to continue to fo...

The photo above, also a fair distance, is very low smoke, taking a real close look (doesn’t show ANY opposite smoke though because smoke still too low there, maybe well after). The camera is facing toward/into that smoke, camera facing basically SouthWest. The shear rate IMO is only very significant...

The crew wouldn’t have noticed …. Well yes, that’s it. The tower met-readings to the east were too far away to catch it as a tail vector for Vaah just above the deck. (How much missing extra-thrust is that already unexpected?). Secondly, the reduced thrust already set (is protocol/accepted). How ma...

https://www.bbc.com/news/articles/crmex7912nro The court said it was "irresponsible" for the aviation authority to suggest, through leaks to the media, that pilot error had caused the disaster. But the findings of the report have been challenged by aviation safety group Safety Matters Foundation, w...

If a forward-facing driver forgot it’s a tow, isn’t there any obvious cue to remind an aircraft was still back there? Sounds like similar to a ‘forgetting a gear-down action’ or ‘the control lock left in for a takeoff’ incident category of accident.

Which profession do you guys think will end first, the end of commercial truck driving because of dangerous truck drivers, or the end of airline piloting because of dangerous pilots? There's not a whole lot of dangerous pilots. There are final reports for those. Wonder what those lists would look l...

No timestamp given, the conversation regarding the cutoffs is recorded. This is right where positive rate is to be called, and a plausible engine stumble would be felt by him who is flying just before automatic relight responds (which apparently includes/initiates-with the momentary fuel cutoff) to...

It seems more than fair to say that if by now every similar switch on the planet has been checked in all directions/conditions that even these possibly accident-damaged switches have earned their clean bill of health after-the-fact.

So by your reasoning the FDR can’t tell what position any switch is in, only the result down stream based on the current in the circuit? No. That isn’t how it works. I was wrong then. Thought it was obvious when the circuit comes alive the FDR captures it as RUN and also when it is CUTOFF, whether ...

The preliminary did not mention a crime (@BTD and others).

planenuts wrote: ↑Wed Jul 16, 2025 4:47 pmventilation process?

The automatic relight sequence must also include shutting it OFF for a second (that same fuel shutoff valve circuit) , no?

Right BTD .. but you may be under an impression that the FDR records only what the switches themselves are doing. It would have to be the current that is going through those wires to move the fuel valves from either source (automation or those master switches). I can’t imagine how else it would work...

If the core got abruptly colder/slower the EEC would sense relight in order and automation then cuts fuel for the ventilation process preceding ignition/RUN. Sounds to me like no pilot switching is therefore required for that; being the same circuit the FDR would then have to be capturing this as th...

Why hadn’t anyone piped up then yet that the fuel CUTOFF “transitioning” can simply be automatic restart stemming from a potential dual failure (splash out/flameout) possibility ? The EEC would sense that in a blink of an eye. Edit: There is always caution to remove water from fuel, at all stages of...