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I’m not sure what you mean by fixed card, but the really primitive ones that I was once familiar with |
....."and just how many times did you hear a Merlin in your working day?.
Went to airshows in the early 1960's. Jack McDonald (?) in his Mustang was a sound and sight to behold! F27 - to taxi one competently could be difficult. The 'suck-blow' pneumatic NWS was designed by some sadistic engineer on one of his bad days! It was unserviceable one day on a 4 leg flight I had out of Sydney. Checked the MEL (minimum equipment list) and it was OK to depart if the forecast terminal wind at destinations was light and variable. Had a fun day (not) using primarily brakes with a little help from assymetric juggling of the throttles. |
A story I was told once by a then ex-AN pilot about a certain AN captain who during his initial FO line training on the F27 cranked up the aircraft and taxied to a new position on the tarmac as requested by ground staff. This supposedly happened at a large regional airport whilst the training captain was in the airport FSU offices having a cuppa. Can anyone confirm or refute this. The guy went on to be known as FIGJAM I am told
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Prickly - sadly, it's true. Initials RT, aka "Storm Boy". See post #319.
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Originally Posted by Capt Claret
(Post 5934042)
Drop down oxy at F310 not required if no pax, say a ferry flt. :}
My first flight was in a TAA F27, Essendon to Canberra, aged 14. I already knew I wanted to fly but that flight was just mesmerizing. |
Originally Posted by Xcel
(Post 6320111)
Why didn't Fokker use a different nose and front windows on the f50 - heard that it is the only thing stopping it being a 250 kt + machine...
Thoughts? |
I heard this one among the engineers back in the early 90's. The F50 was originally intended to be certified for 250 kts indicated, but failed the windscreen bird strike test. Apparently you only get one go at it. So that dropped it down to the next level of certification. 224 kts indicated
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