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It gets weirder.

Read his bio on YT. He’s simply noisy SLF.

We don’t. But…the flying pilot (I’ll assume it’s the Captain), has continued flying it properly all the way to the ground. And the non flying pilot would seem to have initiated the gear retraction (which we get from the partial translation of the gear). So, neither of those actions are the sort...

Assuming the flight recorder data is complete, they’d have a very accurate time line for this. I’m sure the investigators would understand, but of course the media and internet don’t.

If you realised you were having a dual failure, about the only thing you could conceivably do is try a quick relight. And you do that by moving the fuel control switches from run, to cutoff, and then back to run.

When commuting, I used 3 hours as my minimum. There's no way I would go with this.

Well, if you read the article, it says their sources cannot rule intentional action in or out. In other words, they have no idea, and are just making it up.

Probably neither. The overarching influence seems to be coming from accountants, both at the maker and at the airlines. There are tweaks here and there, but nothing really ground breaking from any major manufacturer. There’s common sense inclusions, that came from the military, and made their...

Were there extra aircraft? Given that there were many diversions, the chances are that the complete complement aircraft was not present, so the later flight may well have been done by the aircraft scheduled for the earlier. On nights like this, you cannot just look at one flight and say, "they...

I'll bet there wasn't.

Did it affect VH's bonus? If not, nothing to see here.

Yes, it has a Cat II approach. I looked at that.

Gate staff virtually never know the actual reason for any delay, nor are they likely to understand it if told. Same as cabin crew. The fact that VA were departing is somewhat irrelevant. If you were still in the terminal, then you're at least 30 minutes from departure. If you look at last...

As a general rule, fog affects arrivals more than departures. That’s simply because the visibility requirements to take off are less than they are to land. Obviously, in the take off case you’re starting on the runway, whereas in the other not only do you have to find it, but you then need...

So what other use does the USB port have then?

A bit foggy? At the time you wrote the above, the airport weather has the visibility at 150 metres. The limit for takeoff is most likely 550 metres.

I guess that might be noticeable from a lower coughpit, but the aircraft I flew were probably high enough to not notice. On the other hand Darwin and Manchester.....

There’s a hill?

The trouble with all of these aviation odds, is that they're generally just extrapolations of wishful thinking. Interestingly, the takeoff seems (!) to be normal up until around the point that it gets airborne, i.e. where the ground/air logic changes states. Presumably, these are all just...

PRM is not a feature. Pilots never liked it. You have to have another frequency dialed up, and someone has to listen to it. The procedure is not a normal go around, but something invented in an office. Go arounds are procedural, and that's what makes them safe. This wasn't. It existed because...