rather than the constant griping that we get by certain members of this Forum.

I can’t be arsed to have a 3 page discussion on the why’s and wherefores of my comments. It’s plain for all to see. I hereby withdraw 🙂

How refreshing to read a sensible, balanced view of Ryanair, rather than the constant griping that we get by certain members of this Forum.

Well said

Avgas if you have a problem with people exressing their democratic right to view their thoughts on this forum, positive or negative, I suggest you vacate the premises.

Thanks for the info Ian.

Ah still up the top the seniority list then, I hear alot of skippers at Virgin are now in their early 40s meaning a long time to command, is that right?
Things all ok here, still with Flybe on the Gash 8. I have my Command Assessment in 3 weeks so fingers crossed that goes well. I need to change seats or change airlines, but the industry is dead for experienced pilots without a bus rating at the moment as you know. I’ve only had an offer from Jet2 on the 757 so far which I turned down.
What’s happening with the 330s at Virgin? Will they be for fleet replacements or any extras coming along? If there’s extras that should help your plight for the left seat I guess. You still on the 744?

Cheers mate.

It’s a flaperon

The purpose, aircraft need to be versatile, for example, they need to fly slow to be able to land, and they need to fly fast to be commercially viable (amongst other things). This means you need a wing that can do both.

These flaperons on the 777 will only move downwards. If a take-off flap setting is selected they will move downwards together. They will remain there until all trailing edge flaps have been retracted.
When airbourne and at high dynamic pressures (not sure what this speed is) the outboard ailerons will lock out (in the neutral position) and the aircraft will then be controlled in roll by the flaperons and roll spoilers.

Hope this helps.

My copy is fine too. That is a weird problem.

I’d have to say absolutely not. With no cabin crew on board I am sure one of the flightdeck would have given a PA of sorts to say they couldn’t get in on the two occasions they went around. After the 2nd go-around it would “most likely” (remember this is only my opinion) have been told to the pax that if they couldn’t get in this time they would be diverting. It could however, have been totally different. The flight crew might have been too busy to address the passengers at any length, but merely told them not to worry, they have discontinued the approach.
It is hard to determine what might have been said without knowing the exact cause of the crash. They might of had a fuel emergency, hence why they had to make a 3rd approach. If there was a known emergency they would have put in a mayday. This does seem like an unexpected disaster, in which case I doubt there was even time for the crew to say “brace brace brace”.

Paul Cork has a CAT II ILS approach onto runway 17, found here

I am unsure whether the Metroliner flying for Flightavia under their AOC is CAT II capable. Remember though the aircaft, crew, and approach needs to be CAT II capable for it to be legal.
If it was legal then they would have needed 300 meters visibility to make an approach. I haven’t studied the chart above in detail but unless there are local procedures in place you’ll generally need 550mtrs visibility to make an approach under CAT I conditions.

Should they have attempted an approach onto Rwy35 then 550mtrs would apply (unless local procedures restrict) as it only has a CAT I ILS on it. All other runways have Non-Precision approaches