KevinAu

This is not a panic button. Auto-gcas automatically takes over the aircraft from manual flight without any pilot input. Which is the whole point for averting a crash if the pilot is unconscious from gloc.

You should go work for yahoo news. They love to give their stories misleading and exaggerated titles.

Old/new, FMC equipped ir not has nothing to do with whether qfe is used. That is a procedural or regulatory preference based on perceived needs and convenience of an operator. eg. operators that routinely engage in aerobatics at low level may prefer to use qfe around an airfield or operators who primarily employ former military pilots may prefer to use qfe for familiarity, etc. However there is nothing technical that determines whether an aircraft is required to use it.

Typically the flap limitation is 20000' maximum altitude for deployment. So what happened in your sim is probably as good as anybody's guess on what would happen if extended there since they were probably never even tested in that regime. Having said that, I do know of an incident where somebody grabbed the flap handle instead of the spoiler handle on an airbus in a similar event and they survived with not much more than a rumble.

But I'll bet the tickets were a bargain.

Do you have an apu? If not, maybe move the special effects into the smoke section instead and leave the actual light section for the actual lights.

How is 18 line items not enough for all the lights that a pilot would be concerned with?

They don't require an engine running per se. What items like that do require is normal electrical power. Which would only be available if a generator was running or external power connected. Which, for the generators, would require either an engine or the apu to be running.

http://pilotonline.com/news/military/local/navy-human-error-to-blame-for-march-cable-break-aboard/article_c4675c54-6cdc-5882-867a-68f961145c9d.html

You completely misunderstood page 17. It says nothing about using greenwhich mean time, but rather meridian time. Meridian time is an equivalent of local time and that page explains how it is calculated, ie 1 hour difference from gmt per 15 degrees of meridian and also that it is stated on the table, ie EST and 60 west.

Well,that's no fun.

I appreciate your sarcasm, wars have been waged for myriad reasons over milennia, but which does essentially always boils down to nationalism in various forms. Right wing nationalism versus left wing socialism is just an architecture of many modern countries, particularly in europe. The US has been free of this construct until recently, when one of the parties transformed and pushed far to the left, causing recent rise of a right wing style opposition.

Well, that's what happens when you turn a thread political.

Right wing nationalism is but a response to left wing socialism in any country. You will not have one without the other. And the extremity of one is also related to the other. So if you think there is a problem with nationalism here, then it is only because there is a problem with socialism here.

They should have used Denzel instead.

Each company will have their own procedures for that and it does usually involve some form of ding or ding donging, but the original question was about a ding that you would hear in the cabin right after liftoff or as the gear extends on landing. Which is specific to airbuses because the illuminated 'exit' signs in the cabin chime on or off when the landing gear goes up or down.

You were on an airbus. With the 'no smoking' sign set to auto, a low chime sounds when the landing gear is selected up or down because the 'exit' signs by the doors are tied to that switch setting and will extinguish or illuminate with landing gear position. The actual no smoking sign is illuminated in both auto and on positions and the chime you hear is not because the no smoking sign is changing upon takeoff.

I only posted the new video and pointed out the visible signs of engine failure it showed. To me, it is clear from the video that it was not g-loc, and that no one was hurt on the ground through purposeful action of the pilot, and not just dumb luck as implied by the insistence that the crash was somehow g-loc related. By arguing that it was g-loc, or pilot error, in the face of clear visible evidence of mechanical failure, it dishonors somebody who sacrificed himself to ensure no one else got hurt in the crash.

You're making all sorts of assumptions that are neither valid nor do they agree with what is recorded on video in your speculations. An engine failure certainly can make an aircraft fall out of the sky, especially if the aircraft is a high performance jet that will otherwise fly like a brick without thrust and most certainly if that jet is going straight up when the failure occurs. The vertical climb looked normal and straight, indicating that the pilot was perfectly conscious and in control, instead of having g-loc'd from the pitch up as you suppose. Neither was the pitch up a risk for g-loc as it was short in duration, and should not be very high g as it was actually initiated from only 270kts, as spectacular as it looks. But more significantly, you are completely ignoring the fact that there are visible signs of engine failure caught on this video. Look closely again, on a screen larger than that of your phone, at time 46s, where the jet comes into focus, you will see that it is emitting puffs of black smoke. From that point until it disappears behind the treeline, there are three puffs of black smoke visible. That is a clear sign of an engine failure. Of course he could not complete the split-s in that condition. Losing the engine while climbing vertically from the runway as he was, he would have neither the altitude nor airspeed to complete the maneuver without intersecting the ground. The only thing he could do when he lost the engine was to pull the nose through back down so that the plane does not totally depart, as he did. Once headed down, you can see him make a correction to aim the jet. If he had attempted to revover from it the way the t-bird did at mountain home, he would haved smeared the plane across several blocks of residential houses. If you looked at photos of the wreckage, it all sat within the size of a pool, between houses. That took conscious effort, and not the hallmark off a hazy pilot expetiencing g-loc. Once the plane was pointed down, in that mechanical condition, airspeed and altitude, the only instinctive thing he could do was put the vv away from a roof and onto an open spot.

What do you mean? I plainly just pointed out that you can see there is black smoke puffing out of the engine in this video. A clear sign that at least one engine had failed. And the aircraft hit in a small patch of clear space between all the houses. Chances are you can't dive into the middle of a neighborhood and do that while unconscious.

https://theaviationist.com/2016/06/08/this-new-video-allegedly-shows-blue-angel-6-crashing-in-smyrna-tennessee/ New video of the crash. Looks like it might be engine failure. You can see puffs of black smoke coming out just about when the plane descends below the treeline.

Yes you will need to be fleet of foot on the pedals to maintain directional control on takeoff, but you can certainly preset a certain amount of rudder trim against the turning tendencies to lighten the forces that you will have to work against. Look at any manual for high horsepowered single engined pistons like WWII warbirds and you will see manufacturers recommending settings for rudder trim for takeoff.

Well, I completely agree that people here over analyze things, especially these things called sid/stars. They're nothing but airways, that's all. If the atis is showing 12, it's good enough for me to throw it in the box. When they change it to 22, then I will change it in the box. That's the extent of my analysis.

I neither support nor am against the 'status quo'. It just seems to me there are more important things to worry about, like making sure your fms route matches your atc clearance.

Stop saying it is poor practice to enter a star or arrival. It will be part of your atc clearance. Poor practice is if you don't ensure that your programmed route matches your clearance. You can play the sim however you want, but in real life, we enter it and it is not poor practice.