I talked with the NASA scientists at their exhibit at Airventure this past summer. I joked that that NASA finally discovered the wing strut. (And they laughed at that.) We went on to talk for about an hour about this new design, how it enabled a significant reduction in drag and how they turned the traditional draggy wing strut into an effective airfoil. They went on to show me a ton of interesting simulations and wind tunnel results. It's totally fair to ask if Boeing, in its current structure, can execute a completed design for this technology. And whether they can complete it in a reasonable time. But the underlying technology looks very attractive. Boeing also had on display, in the main Airventure plaza, their sustainability demonstrator plane. That had a huge variety of interesting efficiency and material sustainability features. Dozens really. I came away from that feeling better about Boeing. I'm DEFINITELY not a fan of their current management, but they still hav

(Written on 01/27/2023)(Permalink)

Had a long conversation with one of AF's most senior pilots when I was deadheading across the Atlantic in an A380 cockpit. Basically, the failure of the sensors created such an overload of diagnostic data, it was overwhelming. Second, there was a lack of basic airspeed information, the pilots were basically back to flying by feel and alternate sources of info (INAV e.g.). You're at high altitude and have only a narrow margin between stall and mach. Airspeed control is critical (without a working airspeed indicator). Combine with Airbus auto thrust (vs. Boeing auto throttle). In Boeing, the autopilot physically moves the throttle levers while in an Airbus, when the autopilot adjusts the thrust, the levers don't move. Which means you can't get an estimate of your power setting in an Airbus by just looking at throttle position. Add to a lack of basic stick and rudder small plane experience. And this scenario wasn't practiced in the sim. Then through in a BIG t-storm hiding j

(Written on 10/14/2022)(Permalink)

Landing long and too hot (fast) are the most common mistakes. Sometimes add to that a downwind landing. Just too many of these incidents over the years. With so many long runways, it's easy for a pilot to get complacent.

(Written on 10/07/2022)(Permalink)

8000 lbs of battery to fly a 16,000 lbs plane? How does that compare to a turboprop with similar performance?

(Written on 09/30/2022)(Permalink)

The tug driver seem to turn the nose gear of the plane to a pretty extreme angle. Can any of you with 737 experience say what is the turning limit on that gear? On any of the planes that I've flown, this would have been too far and likely damaged the nose gear.

(Written on 08/05/2022)(Permalink)

Not a Cub. Had a radial engine.

(Written on 07/29/2022)(Permalink)

A good and on-point article. The general aviation flip side of this problem includes shortage of mechanics at the FBOs, shortage of CFIs, and massive supply chain delays on parts and overhauls. My TR182 was down for 11 MONTHS waiting for the engine overhaul, with one SNAFU after another.

(Written on 07/01/2022)(Permalink)

The Russians have a very capable intelligence and military infrastructure. It is not difficult to change registration plates and serial numbers. Parts and documents can be forged. So tracking these confiscated aircraft might be more difficult than we’d like.

(Written on 07/01/2022)(Permalink)

Going supersonic is an interesting aerodynamic accomplishment. None of the current passenger jets can safely break the sound barrier, so it is interesting that this wing (and airframe) can handle it.

(Written on 05/27/2022)(Permalink)

No arguments here about Boeing's mistakes, including technical ones and deceiving the public and regulators. I was merely commenting on the airframes and the manufactures' desire to extend the missions that these airframes (and their derivatives) can handle.

(Written on 05/06/2022)(Permalink)