…but size is irrelevant. A radio controlled model could carry a biological payload.

ATPs are dreadful aeroplanes – take it from one who has done 97 passenger flights on the type and who has no desire to go on one again! Good luck with your trip – hope it doesn’t go tech!

Andy

+1

It will be operated under ETOPS rules but a direct routing to Mexico would still be well within the company’s ETOPS limit time at all points.

And so that the emergency services can see inside the cabin in case they need to enter.

In an Airbus (FBW) you preselect the required landing flap in the MCDU. The aircraft completes its own landing checklist and would tell you if the flaps were not in the preselected position when passing 2000′. There are 2 choices of landing setting. Flaps 3 or Flaps Full. We DO NOT make the choice of which one we are going to use based on the aircraft weight but due to wind strength and gust at the arrival airfield. Basically we always use Flaps Full as it reduces our speed at touchdown unless the winds are strong or unpredictable where we use Flaps 3 as it reduces the chance of a tailstrike on landing in these conditions. The only exception to the above would be an equipment malfunction such as flaps or slats jammed in an intermediate position.

Forgetting to set landing flap is not really likely in commercial aircraft as you would receive a configuration warning from the GPWS requiring either flap deployment or a go around).

My money is on the fact that they did a Flaps 3 landing in this case as the conditions were gusting however the speed reductions were all probably large and consecutive causing in effect the flaps/slats to make one consecutive movement from Flaps Zero to Flaps 3. If I’m wrong then the answer will probably be fully discussed on the R&N front page on prune!

There is no practical application for the dual input scenario as the proper technique is to use the takeover pushbutton instead. What it is there for is to advise if PNF is making subconcious inputs while covering the controls during take off or landing. On an aircraft with conventional controls the only indication is the other pilot restricting control input 😮

If they don’t need 4 engines then why don’t they have only 2 or 3?

…but they do need 4 engines (I never said they didn’t!)…so that they don’t have to divert into some little hovel like the twins when the better option may be to continue somewhere safer.

Anyway back to the question – FAA considers 4 engine ops a problem yet 1 engine ops isn’t!!! 😮 C’mon, they want to have their cake and eat it too!!! Double standards?