ATR the problem is that it is all electronically controlled (FADEC), there’s no direct link to the FSOVs from the Flightdeck, just the same as there’s no direct link from the sidestick to the control surface actuators. (Fly By Wire)

It was Interflug, the No 2 engine of that DC10 experienced a catastrophic failure that ruptured all the hydraulic lines due to it’s locality (as you probably know). I digress but incidentally Capt. Denny Fitch is now suffering from a brain tumour.

Except Singapore Airlines have now grounded all their RR powered 380s

It’s to do with what NAT Tracks are open to cross the atlantic, based on Jetstream winds on the day. The Eastbound tracks will be open where the strongest tailwind is and the Westbound tracks will be open where the least amount of headwind is.

Rgds

Dean

aix

Where are you doing this flight if you don’t mind me asking?

There isn’t really much you can do to be honest, the hour will pass so quickly you won’t believe it. I had a go in a BA 747-400 simulator at their training centre in Cranebank Heathrow about 10 years ago. This was before I did any flying at all. Now I fly for a living and I have to say that sim experience still lives with me today.
The thing is the instructor on the day will sort you out, the only thing you might want to do is to familiarise yourself with the cockpit layout. You can use google for this, or another good way is to go onto Youtube and search for 747-200 videos on there. There’s a plethora of information to be gleaned from the internet and google is your best friend.

You could also do as Doogerie said and buy a Flight Sim for your computer. I would recommend Flight Simulator 2004 though, because it isn’t as processor hungry as FSX. Also there is a fantastic freeware program out there for download which may help you round the cockpit, it was a payware program but the developers released it onto the freeware “market”. It’s called the Ready For Pushback 747-200, it can be downloaded here

All the best

Dean

Some aircraft are certified for 1 pilot, some multi pilot, some single or multi pilot, (dependant on the regulatory authority). Alot of biz-jets and biz-props would fall in this category.
One thing that can’t be done (unless it’s changed under EASA) is single engine IFR carrying fare paying passengers.

To be honest Dave that’s like saying – “phew, if I’d crossed the railway line when that train was coming I would have been dead”.
It was a non event and happens all the time. Going into large airports the approach controllers will sequence the aircraft in pretty tight, normally dependant on whether the same runway is being used for takeoff (i.e. Gatwick) will depend on the amount of separation, if you have departing traffic too they’ll normally space the aircraft out a bit more. If the runway is being used solely for landing then the wake turbulence separation minima can be as low as 3 miles, if this is the case then it requires the aircraft that has landed to expedite the runway exit. This can be done with the advent of R.E.Ts, or Rapid Exit Taxiways. If the wake turbulence separation minima being applied is the minimum, ATC will normally tell the preceding aircraft to “expect late landing clearance”. In your case, all that has happened is that the landed aircraft has not exited as fast as he should, and ATC told your aircraft to “Go Around”.
Very common at large airports.

Dean

Well for what it’s worth this above is actually what happens, and what “most likely” happened in Dave’s case. The problem the internet suffers from is alot of armchair experts who think they know everything (hell, I’m in the industry and in relative terms I know nothing). You only have to check some Youtube videos to see what I mean. However, I think we are reasonably lucky on these boards as there are alot of knowledgeable people.