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Whilst an interesting image, I think you'll find that it's satellite thermal data, and not horizontally generated radar imaging. The red is very cold, and so high, and gives an indication of buildups, but also shows high level cloud that has little underneath it. The upshot is a radar image from...

Reduced overall capacity, so no need to discount? I'm looking at next year too, and the pricing is pretty depressing.

I wonder where the proof, either way, will come from. Aircraft radar data isn’t recorded, and whilst it’s all well and good for Woody and me to say they flew into a cell, that hardly constitutes proof. The accident report may well say that it was a possible, or even likely cause, but they deal...

Whilst the engines are very low, I think you'll find he most likely point of contact would be the wingtip (on the 777). I can't find the roll angle required for an engine strike on this aircraft, but I expect that it would be about 12º or so. It's a small angle, but, actually a huge one with...

They may well have been in cloud. Or it was hidden by cloud. Doesn't matter. That's what radar is for. You don't fly over baby cells....'cos they grow up very fast. Actually you don't fly over any cells. Some traffic may have been on data link, so you don't hear that. Calls happen all the...

In my day, we would have had the option. I don't know the current situation.

I completely agree with Woody. They flew into a cell. Radar in automatic, brain in neutral. For what it's worth, Woody was an instructor at Pearce when I was on Pilots' course. He was then posted to the Empire Test Pilot school, so he's a real Test Pilot (and he's kept that skill alive with...

Singapore don't leave FOs in charge. Their 'heavy' crews carry an extra Captain and FO, or if you only need 3, then just an extra Captain. QF operate that way, but not SQ. In many ways, SQ's FOs are similar to 'landee' SOs. They don't have command endorsements.

A few familiar faces in there. Some of the aircraft are still flying, for Draken in the USA. They live on. There were only ever about 60 Australian A-4 pilots, and another 15 or so from various exchanges. I tracked down almost everyone about 7 years ago, and made up a contact list. 15 ended up...

If you back up to when it became planned to divert to Auckland, you might get some clues. The weather at Melbourne didn't look too bad. Sydney wasn't wonderful, but shouldn't need to be part of the equation. In any event, for a weather issue, on such a long flight, they probably wouldn't worry...

V2 is simply the speed target. You aren’t necessarily climbing all that well. More power is good, as long as it doesn’t complicate any lateral control issues.

How long is a bit of string? It depends upon the amount of derate that you're using (amongst other things), which goes some way to explaining why you don't push the power up after an engine failure on a derated take-off. The nominated numbers though... Vmca1 120 knots Vmca2 144 knots.

Sorry, I missed this one. Most tail scrapes actually occur after the aircraft is airborne, so a weight on the wheels switch wouldn't help. They happen because the rotation rates are too high. The target attitude for V2+10 will almost certainly be enough to give a scrape...so you don't want to...

Is flap 5 just leading edge, or is there some trailing as well? Presumably you'd be getting some area increase at the trailing edge with one of the early settings. The 380 also had an automatic setting. Flap 1 was actually just slats, but "1+F" was flaps and area increase at the rear. If we...

The AB flap 3 setting is probably closer to Boeing flap 20. It’s just an arbitrary 1, 2, 3, and full. And whilst the Vspeeds are similar, the weight differs a bit. Is 79 tonnes the max?

That was very much the case with the 767 and 747, where the data was calculated from charts. BTW, you got pretty good at them, and could extract the complete data in about a minute. But, the advent of coughpit computers doing the numbers gave the performance people a chance to incorporate many...

Well, I can only speak for QF, and they way that they do things. It's quite apparent that others do things differently. Each pilot will work out the data separately. You get the weight from the provisional loadsheet yourself. No discussion, or leaning over the shoulder. If there are extra...

I expect that you can draw the correct conclusions by looking at these two - https://asn.flightsafety.org/asndb/322871 https://www.atsb.gov.au/publications/investigation_reports/2009/aair/ao-2009-012

At a guess, zero fuel weight would be around 370 tonnes. Fuel order for the sector probably around 90 tonnes, and it would have burnt around 15 by Bathurst. Return wouldn’t burn much, so you’d be left with around 70 tonnes, for a weight of about 440 tonnes. Max landing weight is nominally 391...

I'd have thought you'd see it. And on a different note, if you happen to be travelling along the Murray in Victoria, there's an excellent little museum at Lake Boga, with a Catalina. The lake was used for training and maintenance of flying boats in WWII. And the local silo has been given the...