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The wreckage images seem to discount the flaps being in the wrong place. You can definitely see the slats, and the break line for the flaps is also visible in the original (clearest) video. I don't think flaps are part of this at all. The AoA issues with the MAX occurred because Boeing...

It's interesting that Captain Steve, and Juan, are now firmly in the RAT is deployed camp. I'm in the software issue camp, but apparently by myself. Because it all looks so normal, right through to the end of rotation, the time prior to that has been discounted. Even the aircraft would keep...

We drift off topic, but that was an extremely interesting, and dangerous, event that was very well handled. The engines didn’t fail as such, but I think one ended up compressor stalling, and was running at idle, and the other was stuck at quite a high power setting; more than was needed for the...

And it may not, but the fact remains that Boeing worked hard to destroy its credibility, and was hugely successful. That has not miraculously recovered from the events of the last few years. I don’t think I’ve heard anyone pointing at design, though I have to admit that I’ve been somewhat...

It’s not relevant at all, but just a little surprising to be mid 50s with so few. It’s worse than that. The airfield elevation is about 200’, and the temperature correction reduces it even more. Someone who did the sums came up with about 280’ AGL. You’re not going anywhere with that. I hope...

He's not someone I've seen before, and I'm surprised that he's actually given a conclusion. He ignores the images showing some level of flap extension from the wreckage, doesn't mention the 'auto-gap' feature, and makes no mention of the sound recordings. He may be right, but it's far too early...

About 38. And even that is a bit old, but remember I was a back seater until I was 24, and then in a relatively low hour part of the military until 29. Dave locked in on the gear retraction, and possible flap/gear selection from support pilot. Quite possibly, though hours on type normally...

Assuming the original files are as recorded, that sound is extraordinary. And it includes another relevant sound, or perhaps lack of sound…we should be hearing a pair of engines at full power. If the RAT is extended, then the entire tone of this event changes, and people will start looking at...

Whilst the media were telling us how experienced they were, the Captain apparently had 8,000 hours. That’s very low given his age, and makes me wonder why. The FO on the other hand had 1,000, so not even at the level many airlines would even talk to him. Neither may have any relevance to the...

I don't recall that as a limitation (but I could well have forgotten). But, what is the correct setting? The Airbus was very definite about it being the same one that was entered into the takeoff performance page on the FMC. Apparently the 787 uses an equivalent check to allow completion of the...

They're always going to be used to some extent. Generally the lowest setting gives you slats only. The next couple will give area increase at the trailing edge, and perhaps some rear curvature. After that the curvature increases dramatically, and they produce a lot more drag. These draggy...

Since the introduction of electronic calculation of the take of data, the ability to work out the 'best' configuration changed dramatically. On the 747, we basically used just the one setting, because it was too time consuming to calculate the data for multiple settings. Laptops and iPads...

It may be a late rotation, but it doesn’t look wrong with regard to the rate or to the final pitch attitude. If he’d been slow when he rotated, you’d almost certainly have ended with a tail scrape, and the video doesn’t seem to show enough angle for that, nor does the tail in the debris. The...

Makes more sense.

It doesn't work like that. In the BA case he retracted one stage (25 back to 20, I think), but the later stages of flap give a lot of drag, and not much extra lift. So, he was getting rid of some drag, without affecting the lift to any degree. Retracting flaps from a take off setting could well...

The airport elevation is just under 200', so it's really about 400 feet above the ground. The speed and altitude are quite reasonable for a normal departure. Worth noting that they've taken off from a mid-field taxiway, leaving only about 1,800 metres of runway. Looks like there's works...

Those of us who were flying instructors, especially at Pt Cook, where aerobatics were the rule of the day, will all have memories of students who suddenly needed to part company with their last meal. If you were careful with how you manoeuvered the aircraft, you could ensure the cloud of muck...

Just practicing the rotation.

The medical aspect of the diversion is handled by the medical world. They know what is available at any given place, and will recommend an appropriate destination. The ability to handle the 380 is not as widespread as you might imagine. No point in landing somewhere if you then can’t get off the...

We need to know exactly what the issue was to be able to resolve that. Having to cross Iran would be the biggest one. You'll never get an engineering issue fixed in a hurry when offline, unless you just happen to jag the right engineer (as I once did in Amsterdam).