Cessnaflyer

I see. Same ratings different acronyms. That EASA conversion is quite a bit of studying! 14 exams make our ATP look like a joke.

Well I have my ATP I'm not sure of all that other stuff haha!

What are the requirements to be hired there?

Here is coverage for the globe. http://aviationweather.gov/iffdp/

I'm pretty sure I was talking jets as well. Unless jet airliners are able to defy physics. I'm pretty sure I was talking jets as well. Unless jet airliners are able to defy physics.

I don't fly for an airline anymore but that didn't matter since we were flying Dash-8s and ATR-72s below 10,000'. I fly a King Air from the west coast to the east coast. The difference for us between FL290 and FL350 can be 2 hours of fuel depending on temperatures. The best free reading on th subject is in the Aerodyamics for Naval Aviators found for free on FAA.gov. Check page 168 of the book and read to 176. It talks about reciprocal engines, turboprops and turbojet efficiencies.

The best way would be to check winds aloft. We flew with tailwinds both to the east and to the west by flying the pressure systems. We flew north around a high pressure and the next day we made a southerly route going back home and had tailwinds both times. Higher altitudes don't always mean higher wind speeds. We usually go higher going west as well because our fuel burn is so much better. We will get to our destination 10 minutes latter but we saved hundreds of pounds of fuel.

Looks like I'm going to Ireland I can fly those new ATRs How many US expats do you get, Ró?

Shortest scheduled flight I flew was from PHNY to PHJH. That was a lot of fun! Even made a few passengers cry because of the maneuvers we had to make on the departure and arrival.

The airplane would be stopping itself if it was going across the continent like that.

What? TKS is great! That's why FedEx is putting it on all their Caravans.

I think the FSX forum would work better for you.

Can't forget the B-25 Mitchell's!

The parking brakes have a master warning connected to them so that shouldn't be the issue. When landing something this heavy and fast it will blow the tires quickly and the mains seemed to be intact still.

http://vimeo.com/69854648# Now this is how you crop dust!

It does look like the nose gear was down first. It will be interesting to see what happened.

Sad events but they happen every day.

Not even close to being the same.

This is the funniest thread I've read in awhile.

That is like jumping in an aircraft and flying to the back at 500 mph because you are not touching the aircraft anymore.

Congrats! 18,000 more to catch up to you

Either a C172 or 182 because they are much cheaper to maintain than anything else.

I am not sure about the Lear but in the ATR our parking brake was also an emergency brake. The emergency brake section worked was the first part of the pull on the lever. We were able to modulate the pressure to keep the tires from locking. If it was used too much with no hydraulic pumps running you would eventually run out of pressure and have no emergency braking left. Then if you wanted a complete lock of the tires then you would pull and place the handle in the detent. I believe this is similar to the Lear but in the Lear it is done with two separate handles.

Amazing reaction if there is no rudder assists.

"The day for our tran-atlantic pilot starts like many of us, breakfast with the family." When I worked the line the latest I ever left for work was 4 in the morning. I don't think they would have liked me if I invited them to eat breakfast with me! Great video. I'll finish up the rest of it tomorrow.