derry

The minimum rate of descent would be approx. double a normal powered approach say 1500 fpm. There is I would think a great deal of luck in it. We regularly practiced engine out approaches from about 12000 ft but carrying out the approach over water prior to touchdown is much easier as there would be plenty of room. Touching down a wide body aircraft would be extremely difficult because of the length. I would expect at best that the aircraft would break it's back. I thought that a hijacker was fighting the pilot in the Ethiopian aircraft when it hit the water.

It seems that the surveillance is as required, is subject to weather and day night variations and only targets and dwells on single selected tiles of the area rather than sweeping. The tile surveyed provided the radar was operating may well have been nowhere near the flight path.

Really quite predictable. I've been waiting for someone to suddenly stumble on the exact location, if this is what it is, ever since Weststand explained his information.

Basically, falling over easily, shirt pulling, nudges etc are all cheating aided and abetted by referees not sticking their necks out. After all the chief ref gave something like 27 penalties at OT for MU. Also gave penalty at SMS v MU in FA Cup when ball hit the Saints player on the head.

It looked a though Fonte was sent the wrong way and tried to initially knock the ball away with his heel as he was unbalanced. Djecko took the opportunity to fall over. When one watches rugby players taking hits and not being knocked down it proves most athletes could keep going most of the time. Footballers basically are cheats and the referees help them with their decisions.

Appalling decision. That would not have been the final result. In my view if that goal had been disallowed, it is probable the next goal wouldn't have been scored in the time left because the flow of the game would have been different, plus the mental approach from both teams would have been different. There would have been no uplift with City.

Pretty much the best view I've seen. Pretty much sums up what I think of the cluster**** orchestrated to date.

To Halo, I absolutely understand as I left it late with with two labs and a newfie, which I regret. The person who said a week early rather than an hour late understood.

Thanks this says it all for me.

Thanks for that. How right you are, Newfies are something special. You will know when. Somebody said something like better a week early than an hour late. Best of luck.

His old legs finally gave out. The lady vets were marvellous with him. They both said it was a release for him. I'm devastated but I know I've done the best for him. We've buried him in the garden.

What they did do was cost the Conservatives seats, eg. Itchen. They polled more votes than the majority. I can see a deal between UKIP and the Conservatives, withdrawing candidates where Conservative candidates agree to campaign for an out vote.

They are chasing their tails.

The Malaysians are something else. For God's sake the incompetent arrogant ****s couldn't even report the final sign off with KL control correctly. They must think the whole world is stupid. The latest nonsense is we are forensically investigating who made the call. Any pilot will tell you, they can instantly recognise colleagues and friends/acquaintances when they transmit. For God's sake just ask a few mates/colleagues who have flown with them to listen to the transmissions, they will soon identify which pilot made the transmission. Forensically my arse.

As he was sold prior to the administration shouldn't any money attributed to that time go to the creditors?

Yes Mike, It must be really valuable data. So they now know where it is.

This is a unique situation that in my opinion probably could not have happened in Europe or North America. It has never happened before unless the BSA Lancastrians or Amelia Erheart is considered but that was before modern radar. We may never find it but if it went the way it was supposed, Malaysian and Indonesian radar have a lot of questions to answer. But they won't!!!

It looked like a reasonable statement to me. Why bother with all the micro analysis. Eg selling Osvaldo and Ramirez wipes out the transfer debt. Although I'd like to see us keep Ramirez. Shaw quoted in the Echo hardly sounds like he wants to go. It seems that Pochettino staying is probably a key element. I suspect with the right money offered he will stay.

If there was a catastrophic fire in the flight deck the power to the computers and autopilot/autothrottle would be cut so the aircraft would not follow a course or hold a height. The autothrottles might even retard and leave the engines on idle. I don't buy this theory, somebody set the aircraft on it's final course from the Malacca Strait to a point west of Australia (If that's where it is eventually found to be)

This is all just bloody nonsense. The politicians don't want the referendum because the people may well give the answer they don't want. Whatever the arguments it is time for the people to be given the chance to make the decision. After all nobody under 55 has ever voted on it and for those that have, the common market is something entirely different to what we have now. Clegg has been banging on about a vote if there is substantial change. He is ignoring the fact that nobody ever endorsed what we have now never mind the future. Time for the referendum.

I can understand where he is coming from and have some sympathy. Firstly the Malaysians should have handed the reins to the NTSB or AAIB. Secondly left it to their aviation people and not had the PM, DM or TM doing the briefings. My experience of that area is nobody will ever admit to not knowing let alone listening to 'inferiors'. Hence the cluster****.

If a destination is entered in FMC there will be a final fuel figure shown on the Progress page. Otherwise Total fuel on gauges divided by total fuel flow on the engine gauges gives approx. endurance plus a bit for reduced power descent.

Just for you, edited.

It depends on the individual, eg. Everest 29000 ish climbed without oxygen after acclimatisation. Most long haul crew spend their working life at say 8000ft and regularly can operate up to 10000. I've operated higher than that in unpressurised aircraft due icing/weather without noticeable effect. Start dying? probably above 20000, just a guess.

At 37000 under a minute to unconsciousness without oxygen. There are three ways of controlling the speed of the aircraft. Auto throttle Off-- manually advance/retard thrust levers. Auto throttle ON-- turn the speed control knob and set the speed in the speed window -- below 26000ft - knots, above - mach percentage. Enter speed in cruise page of FMC and select V Nav (Vertical Navigation)