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The stall warnings on AF447 were valid. None of them came on prior to the aircraft stalling. The reason for their intermittent nature is because the angle of attack vanes which are required for the stall warning only work when airspeed is 60 knots or greater indicated. On occasions during...

1992 for example. And there's more than 20 other years where 3+ jet liners have been lost/crashed. As a matter of clarification, only one aircraft has been literally lost this year (MH370). The Air Asia A320 will likely be found. Stop trying to bring your perverted conspiracies into it...

Altitude was correct at all times. Only the airspeed was unreliable. Wasn't much of a storm. Only light to moderate turbulence too. Speeds disagree. Check the ECAM. If the speeds continue to disagree, you fly pitch and power. Simples. I've done it in a Kingair under icing conditions into...

There have been hundreds of pitot icing events like that on AF447. No aircraft manufacturer is immune to them. That is why the aircraft OEMs have unreliable airspeed procedures which will ensure the aircraft will continue flying. AF447 didn't follow the procedure. The rest is history.

Like I said, speed is meaningless in a stall. Angle of attack is what the wings "see" and is all they care about. Having the Indicated Air Speed would not have helped them. The stall recovery procedures for Airbus and Boeing aircraft make no mention of speed during stall recovery because it...

Again momentum has nothing to do with it. I was at the joint Boeing Airbus stall lecture last year given at the Royal Aero Society in London. The video of which, minus the airbus and boeing test stall footage, is available on youtube. I asked Terry Lutz (Airbus test pilot, former USAF T-38 and...

Nothing to do with Malaysia. Nothing to do with Malaysia. Air Asia is one of the most profitable Loco around. They have numerous subsidiaries in other ountries. Air Asia Indonesia is one of their subsidiaries HOWEVER, it is not 100% owned and IMPORTANTLY, the point that most here are...

This is bull crap. Government agreements don't come into it. When I was with BA, our Toronto maintenance was covered by a commercial agreement with Air Canada to support our 767 or 777 ops if such service was needed. The terms were negotiated between BA and AC solely. No third party or...

Interesting. Who does that hangar belong to? Westjet? Air Canada?

No. The decision to operate A320 jets was purely down to the fact that availability for A320s is slightly better than for the 737-800 and that lease costs are also slightly lower. Spare parts sourcing had nothing to do with it. Besides, the spare parts would be sourced through Airbus depots...

Climb weight limits would be manageable for a 737-700/800 or A320 family fleet in Pakistan, even in the summer. Only the Boeing 737-900 would be severely restricted. (On a hot day, it would lose about 10t in takeoff weight from ISB and even more from PEW). This is the field limit weight for...

In all honesty, I don't know. PIA will struggle to wet lease 777s out as the new aircraft are due sometime between August-December 2015 with 1 aircraft delivery per month. The new 77W delivery will coincide with the low travel season so demand won't be high. As far as dry leasing or selling...

The bulk of PIAs fuel is sourced directly from Pakistan state oil. Pakistan state oil is supplied by National Refineries Limited. National Refineries Limited imports most of the fuel from Saudi and Kuwait. That is unless of course you have family in PIA management and you happen to know how...

Pax configurations have no bearing on aircraft MTOWs. I used the PIA 772 as an example of an excess capacity problem at the moment. The rest of PIAs fleet, the 77W, the 772LR, the A310 and the ATR are operated at their maximum regulatory take off weights. The only reason they put less pax in...

Unless I know what the rough operating cost per flight hour for a 777 operated by PIA is, the above is impossible even with the possession of LHE/KHI/ISB-YYZ flight plans which I have. Additionally, I would need to have the up to date figures for ATS services, the crewing costs, pantry...

I'm a CPL holder and former employee of British Airways flight planning dept. Again I'm aware of that. The 787 performance chart posted is for max climb thrust settings.

Post me the flight details like route, time of the year, aircraft type, rough idea on number of pax. NO WIDEBODY AIRLINER in service is able to climb to Flight level 400 or above after 5 hours on a 14 hour leg. Not the 787 (which I proved above), not the 777, not the A340, not the A380 and not...

There is no set altitude for which flight planning calculations are done. The flight dispatchers/pilots/Flight management system/computers will look at aircraft weight at Top of climb from where, once the temperature, winds and airline cost index is factored in will give an optimum cruise...

It isn't on hold. The plan is to make PIA as close to break even as possible (more attractive to buyers) and then divest a stake. \\\\\Whether that stake will be 20%, 40%+ Those 5 additional aircraft aren't needed. In fact it could easily be argues that the 5 77W due next year aren't needed...

As I said, you will only get up to those altitudes when you are really light, ie towards the end of a flight Actually there is. Prior to the War on Terror and the implementation of BOBCAT procedures over Afghanistan, aircraft serving Pakistan/India (Islamabad/Lahore/Delhi) from Europe would...