@Toocool12F: I choose to discard from my attention your nonsensical diatribe: cherry picking some of my points (and some that are not – VNE, where did I mention anything flying past its VNE?!) to pass them as your own arguments… You seems to try so hard that… I would rather not engage in a conversation with what is now a schizophrenic golden fish!

@Hallow: there is more room in the German potential usage for a turboprop. Logically, It won’t be a souped-up Atlantic as mentioned before.

negative. I refuse to explain to you AGAIN what have been discussed WITH you the min before.

Don’t take me wrong, I DO like golden fishes… I simply rarely talk to them (at least with much expectation!).

Oh and thank you for sabotaging this thread. After 1.5 pages of sterile denials, I guess we can put a term to it.

Seems we need a longer Interlude*

*where did you get that tone?!

‘Nerves of steel’: She calmly landed the Southwest flight, just as you’d expect of a former fighter pilot

And sourced from UPI.com:

Emergency alarms on the plane acted properly and the plane rolled at a severe 41-degree angle after the left engine failed, he said. He also noted “a fair amount of vibration” and said the airliner landed in Philadelphia at an above-average speed of 190 mph.

Bank Angle Protection
[Airbus FTCM, pg. 2.60.10] On commercial aircraft, 30° bank angle is normally not to be exceeded. A bank angle of 67° in level flight corresponds to the aircraft limit of 2.5 g. Therefore, 67° has been established as the bank angle limit. Approaching this limit, the roll rate is progressively reduced to avoid over-banking.
This 67° bank angle limit is reduced to 45° in case of high speed protection.

Some time Blue, a bit of reading don’t hurt. The above (extract from the flight manual) was posted yesterday (see page 2)…