Even during a recession the travelling public do NOT become cattle (or should I say horse – MO’L horse racing) fodder to be treated the way RyanAir treat them

You probably all know my views on Ryanair and Mr O’Leary, and I do love this website 😀
But to be honest I think you are wrong Jay. The reason is, passengers cannot have it both ways. £1 travel on a £40m airliner is not sustainable, not in it’s entirety. The problem is passengers want cheap tickets, and they want to be treated correctly. The 2 just cannot happen. You absolutely get what you pay for. If you want a cheap ticket, fly Ryanair, but if you want protection should it all go wrong then fly with someone else

Hi Dave

Welcome to the forums. Great to have new members. Enjoy your stay 🙂

Thanks Dean. Those are possibly the best of the photos I have ?? but there are more ??? Looking at photo 2 your MLG position with reference to the PAPSI ? (vasi) in my day ? looks pretty spot on ? most of my comments are ‘tounge in cheek’ having watched a lot of landings by your team ! you all seem to handle the beast very well ??

Keith.

Keith

Can I send you my email address for you to email some of the others you have? I think I have a 10mb limit, I’m not interested in 20 more or anything, just a few will do if that’s ok?

Keith VASIs still exist, this is Visual Approach Slope Indicator. They normally involve 2 lights instead of the 4 belonging to the PAPI, or Precision Approach Path Indicator, and are normally found on runways without an instrument approach associated with it.
As for crew handling, remember we get alot of practice, in the last year alone I think I’ve done more than 250 take offs & landings, this is compared to a long haul pilot of doing 12 per year (if he’s lucky)

EGPH – I guess it all boils down to cost at the end of the day, you can get some cheap BE tickets but it’s all about timing when booking. Will be good to have you on board if you do decide to use us.

Jay – At the point of rotate is where you normally see the vortices, or coming in to land. This is where “lift” is at it’s highest, especially as we pull back to rotate because we increase the angle of attack the most thus creating the greatest pressure differential.

Kabir & Bristol_Rob – Cheers, we do our best, the thing with the Q400 is it can really bite you if you mis-handle it, those 4.11m diameter props are nasty things if things go wrong, also because of them we have to be careful when coming in to land as well that the power is handled correctly. Mis-handled at Flap 15 can cause a tail strike, and at Flap 35 a nose-in landing.
I always try and wave at the photographers and the by-standers in car parks etc.

Anyway I am sick of the sight of a Dash 8 this week, I am off to enjoy a well earned day off.

Laters.

Well one thing is for sure, he certainly has the aileron into wind for the whole takeoff run, however, just at rotate it does appear he/she centralises the control input. What does the AOM say about aileron displacement at the point of rotate? Also when you say “Current Boeing FCTM” are you saying there is a generic manual? Or is this FCTM type specific?

Deano, is the crosswind component dialed into the computer and the spoiler/aileron on that wing raised automatically to compensate?

Baz

Baz

No mate, no automatic deployment of roll spoiler etc. No wind is ever constant, so it’s aileron into wind as required.

Rgds

Dean

The Q400 in your pic there; G-JECH was from Edinburgh 😉

No worries.

I was there 3 times last week, where were you? You have a 4th chance this coming Sunday, arrival about 13:55 local 😉