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North Island NZ in March. Tasmania in October. I’m considering Athens in November.

I think it’s up to the individual operators. As a pilot, you’d barely notice them. I’m sure there are plenty of people out there saying how terrible, and what a safety risk, but they’re the ones who say no to everything. I used to do it occasionally, and the airline reaction was basically don’t...

Rich criminals get away with it. It's only poor people who are taken to task.

It will say “I was great” many times on each page.

That’s because the 787 is an accountant’s dream. Not yours.

Nothing out of the ordinary. A big jack and away you go. Lots of wheel bolts though. It's an issue if the aircraft has flown recently, as there's massive amounts of heat in the brakes. I can't say that I've seen it done whilst loading is happening. Before or after, as it's not particularly time...

Is there any physical difference, or just a tick in the box, and the engineers select a new rating? Has the -10 gotten any closer? They missed the cutoff for the EICAS requirement, and last I heard were not granted an exemption or extension.

The chances are that it was nowhere near full throttle. In the 380 we could go as low as 60%. Full charge was relatively rare. Modern engines are quiet across the board. That's a pretty much unfixable issue with the 737. It doesn't use containerised luggage. Boeing would have been so much...

Well, at one extreme you could kill everyone on board. Of course the chance of that is miniscule, but I doubt that many people would consider it reasonable for random people to be making that sort of decision. And at the other end, you'll be in breach of a cabin crew directive, and that could...

You don’t need blades breaking to cause this. I’ll bet it was a perfectly healthy engine.

As a general rule, cabin crew know very little about aircraft and aviation, so you do need care in just what you say. But, I’m more interested in the windscreen. I don’t see a failure of an outer layer as requiring a descent at all.

They generally don’t like being called lackeys. Airlines don’t keep pilots on airport standby. If they do have a standby at all (QF long haul does, but not short haul), they’ll be at home, with something in the order of a 3 hours airborne requirement. The reason is simple. If they come to work...

NTSB preliminary report. https://www.ntsb.gov/investigations/Pages/DCA26MA024.aspx

Holding the nose gear off? That’s easy to do, but is against the flight manual procedures in some aircraft.

There's an initial report out on this. Apparently #4 reverser was locked out, and they only used 2 & 3. That's normal. But, somehow or other, they've managed to push the #4 thrust lever up from idle, achieving 109%. That explains going off the runway, but how you push one lever to the stops...

ATC have given him a "roll through". Basically they've told him that he doesn' t need to be off the runway in a hurry, so he can be very gentle about slowing down. It's quite common, even on bigger aircraft, except that you don't really notice it on them. May not have needed any braking at all...

And that’s how people would read it too. “Window seat” means located next to a window. Now a “wall seat” would mean something else entirely.

There's no doubt that it's an overall rubbish system. But, having said that, it was never that hard to read through the ones relevant to your departure, unless they're Australian, in which case they've been known to refer to other notices that you aren't actually given. In particular, this...

I expect that the pilot sitting in the left seat was also a captain. They're carrying two, and one is nominated as being in overall charge.

That’s the entire point…the captain should have read both items himself. All of the pilots should individually gather all of the data necessary for the take off calculations, then they should be done completely separately, and only coming together when you have a final answer. That’s intended to...