That's why the reporter was there in person. He's on the hobbyist path to see through the VIP cloaks. Doing this is trivally easy. I set one up with a rPi in about 20 minutes using PiAware. Many options out there-
You don't have to look far to reject your claims- Southwest (the most profitable airline in history) doesn't even operate first class.
The complexity and fuel cost for a given unit of cargo in flight with a system like Airbus proposes will likely always exceed the opportunity cost of a conventional plane sitting on the ramp for a few extra minutes in a normal turn. Aircraft as modular as this patent describes will probably never happen.
He's not the sole shareholder, and you don't just dump 45B on the open market. Deals are made in these kinds of transactions, and I'm sure his influence in FB will be preserved. Besides, they will grant him more...
Good for him to give back though.
Aa and Swa were my examples. Others from my personal experience-
Aa MD80 hot start situation on the ramp at SGF. Couldn't get the engine to spool up fast enough which overheats the core from insufficient compressor rpm Tried over and over, engine sounded horrible. Eventually deplaned and they rebooked us. Taxi out in the new plane the soot streak out the tail of the right engine was unbelievable on the old plane. I felt lucky they didn't set the plane on fire with us in it.
Took a deice during a snowstorm in Bwi, swa 737. Crew missed about half of the left wing. Said something to the pilots on the way off the plane, their response was they couldn't see way back there.
Planes leave with squawks from every airline from every airport every day. As a pilot I know what to look for but it really doesn't worry me because there are multiple redundancies. (These two examples rattled me a little though).
Yes each aircraft has specific procedures. And training to go with, it's called type certification.
Nothing special here. Quit playing with the circuit breakers and fly the damn plane.
That's pilot error.
In pilot lingo "issues" like this are called squawks and I would speculate that many commercial carriers (part 135 under FAA) fly with them every single day. I've flown on an AA MD80 with an engine that had to be started with an external APU (starter was broken), SWA 737 with a missing flap track fairing (one of the pylons out on the wing). Inoperative instrumentation is common too. Nothing surprising about this plane flying in this condition.
The problem is the pilots didn't focus on the three objectives, drilled in training (in order): Aviate, Navigate, Communicate. Fail on #1 while they were playing with circuit breakers and silencing alarms.
The GA stuff I fly has inop equipment all the time (especially rentals)
It's called unusual attitude training and even the lowly private pilot has to go through it before getting the VFR ticket. Attitudes in excess of 45 degrees don't crash a plane. The anomaly sounds like a perfect case of distraction that consumed the pilots' attention and they crashed a malfunctioning, but flyable plane.
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That's why the reporter was there in person. He's on the hobbyist path to see through the VIP cloaks. Doing this is trivally easy. I set one up with a rPi in about 20 minutes using PiAware. Many options out there-
You don't have to look far to reject your claims- Southwest (the most profitable airline in history) doesn't even operate first class. The complexity and fuel cost for a given unit of cargo in flight with a system like Airbus proposes will likely always exceed the opportunity cost of a conventional plane sitting on the ramp for a few extra minutes in a normal turn. Aircraft as modular as this patent describes will probably never happen.
He's not the sole shareholder, and you don't just dump 45B on the open market. Deals are made in these kinds of transactions, and I'm sure his influence in FB will be preserved. Besides, they will grant him more... Good for him to give back though.
Aa and Swa were my examples. Others from my personal experience- Aa MD80 hot start situation on the ramp at SGF. Couldn't get the engine to spool up fast enough which overheats the core from insufficient compressor rpm Tried over and over, engine sounded horrible. Eventually deplaned and they rebooked us. Taxi out in the new plane the soot streak out the tail of the right engine was unbelievable on the old plane. I felt lucky they didn't set the plane on fire with us in it. Took a deice during a snowstorm in Bwi, swa 737. Crew missed about half of the left wing. Said something to the pilots on the way off the plane, their response was they couldn't see way back there. Planes leave with squawks from every airline from every airport every day. As a pilot I know what to look for but it really doesn't worry me because there are multiple redundancies. (These two examples rattled me a little though).
Yes each aircraft has specific procedures. And training to go with, it's called type certification. Nothing special here. Quit playing with the circuit breakers and fly the damn plane. That's pilot error.
In pilot lingo "issues" like this are called squawks and I would speculate that many commercial carriers (part 135 under FAA) fly with them every single day. I've flown on an AA MD80 with an engine that had to be started with an external APU (starter was broken), SWA 737 with a missing flap track fairing (one of the pylons out on the wing). Inoperative instrumentation is common too. Nothing surprising about this plane flying in this condition. The problem is the pilots didn't focus on the three objectives, drilled in training (in order): Aviate, Navigate, Communicate. Fail on #1 while they were playing with circuit breakers and silencing alarms. The GA stuff I fly has inop equipment all the time (especially rentals)
It's called unusual attitude training and even the lowly private pilot has to go through it before getting the VFR ticket. Attitudes in excess of 45 degrees don't crash a plane. The anomaly sounds like a perfect case of distraction that consumed the pilots' attention and they crashed a malfunctioning, but flyable plane.