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I've not been able to find a definite answer for that. But, if it rotates to that position for packaging reasons, then any change occurring prior to extension could cause it to hang up on part of the structure, and that would impede the alternate (i.e. gravity) extension. Normal Boeing procedure...

It would be speculation if we were attempting to narrow down the start point in this accident chain. But, we’re slowly finding, and pointing out, facts. They point to a couple of issues, but don’t come close to identifying the start. So, known: Airborne, and at a couple of hundred feet, prior...

And the next item. If you look carefully at the images, you can see that the APU door is clearly open. It will automatically start with major electrical or engine issues.

Discussion now about the position, in particular the tilt, of the landing gear. The first part of the retraction sequence moves the tilt from the front wheels being higher to lower ( think of it as nose down). This would almost certainly be for packaging reasons during retraction. In the images...

There's a story about a Mirage pilot, supposedly flying between Townsville and Darwin, who needed to go. On a live bang seat. And, as the story goes, a glove. It can't be true, 'cos Mirage pilots weren't that accurate.

Considering Athens. 35 years since I last went there, in a 747-Classic.

I wonder what they define as “almost all”. The last FR24 point is about 300’ before the end, and has them at 625’. Corrected, that altitude is more like 200’ or so AGL. Assuming an achieved gradient of 10 degrees, that would put their liftoff point at about 1,500’ from the end. A more realistic...

Probably a lot less. Call it 50-60% of TOGA (this is really based on aircraft like the 767, with dumb fuel systems, that didn’t need electricity for everything). That would be enough to keep flying, but less than you’d need for a normal approach. Nowhere near enough to fly away. Presumably 50%...

Top of one wing, and bottom of the other. Common enough. 1749979045 I think you’ll find that it’s just the rest position that it assumes without pressure holding it elsewhere.

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...