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Ah, shrinkflation is everywhere.

We were paxed in F, but that wouldn’t have displaced anyone who had bought a ticket. It would have made an upgrade less likely of course. If we had coughpit crew above the normal number (for instance a check Captain) then he’d have a booked seat in F. He wouldn’t be permitted to use the crew...

Having just read the article, most of the objections seem to relate to points. I’ve just used them to get over to NZ, and they were appreciably better than the airline I used to get back (though perhaps some of that was the MAX factor). Pricing wasn’t all that different from the alternatives...

He was on a staff ticket then, and could have been bumped by almost anyone. If he was working, then nobody could bump him.

Just back from NZ. We had esims for two phones. One was an iphone 11, and the other a 16. The 16 worked perfectly and was happily pulling in 5G, whilst the poor old 11 could barely connect, even in places like the middle of Wanaka. Back home, with normal sim, working perfectly. In the absence of...

Just back from NZ, where we hired a hybrid Toyota Yaris Cross for three weeks. Whist a very basic car, with the most terrible engine note, it did drive quite well, and would make an excellent city vehicle. Overall, its performance was much better than expected, and the EV side of things was very...

Were either of the seats broken? Sometimes a broken seat can be used, but not commercially.

Which most of us get, simply by flying with someone else.

Not at all. The only time I've ever had access to the F lounge was when the Chairman gave me two tickets after QF30. And that was actually a gifted F commercial ticket.

I think it's later in the sequence. Not a cause, simply a consequence. A fuel issue won't make the tail fall off. Very interesting read.

This is probably relevant:

Tails was my instructor for the second half of Pearce on my pilots’ course. Top bloke. I visited the Wigram museum a couple of weeks back. Worth the visit if you’re in Christchurch.

That's the transmission, complete. The mounts are intact, and the roof structure that it bolts to is still present, in part at least.

In many ways the same applies to Boeing. https://www.boeing.com/content/dam/boeing/boeingdotcom/company/key_orgs/boeing-international/pdf/chinabackgrounder_english.pdf

Remember, Trump V1 was going to impose tariffs on A220s that were actually made at the Airbus plant in the USA. I wouldn't expect to see any logic coming from that quarter.

I find myself leaning towards some sort of fatigue failure, simply because of the rapidity of the event.

A perfectly reasonable response.

The Ospreys didn't go from ops normal to failure instantly, which is what seems to have happened here. You'd expect a period of time between getting a chip light/loss of oil pressure/high oil temperature. Now that time might be short, but I expect it to be measured in minutes, not seconds. The...

But if you read the ATSB accident report above, that seemingly involved mast bumping and breakup, the gearbox remained attached to the mast and rotor. "The main rotor system, including the transmission cowling, gearbox, and main rotor blades, was located about 68 m to the west in a heavily...

Good find. I went looking for examples, but didn't find any. That leads us to discussion of "mast bumping", which I think is only an issue with teetering heads (as used in Jetranger, and Iroquois). Straitman will be the one who knows about this sort of thing, but my understanding is that it can...