Bar;

You have done an eloquent job putting into words my exact thoughts. What I highlighted above, coupled with the non-involvement of the MEC in the PCL negotiations is an extremely slippery slope. These incremental little tidbits slide our negotiating ability under the door while those entrusted with our interests puts on a happy (but somber) face.

I am not saying the sky is falling. I am saying that if you are going into the operating room to have a leg removed, it's a pretty good idea to write "not this leg" on the one you are planning on keeping. However, more important than that is to do whatever is neccesary to keep your leg.

Without even playing the video, it can be assumed the flight deck does not have a "hat and tie" alignment mirror by the door.

It looks like a great airplane in concept. I wonder how it will actually turn out.

Here I am thinking the dude in the video is some pinnacle sex-change pilot. :eek:

Interesting ......

Hilarious!!! :D

Apparently it flies with a left sideslip, or maybe the Captain had his hat on the whole time and his shape now conforms to the contour of the fuselage barrel.

I flew a Bonanza coast to coast with it's 220 lb new owner in one day. When I got out, I was sort of C shaped for a couple of days. Flying the 737 bent me back the other direction so that today if you see a Ƨ shaped pilot, wave, that's me.

I flew a Lear 35 for 3 years and I'm 6'3". You want to talk someone who walked around C shaped.

I'm sitting in CVG waiting to deadhead back to ATL, and I have two observations:

1) It's a beautiful new airport.
2) It's a beautiful new EMPTY airport.

I wonder what the losses are that the airport has experienced with the reduction in traffic leaving 2-3 concourses empty. What a contrast to ATL where you can't walk two feet without bumping into someone.

Depends on how severe the icing. In 1987, an ATR 42-300 crashed in the Italian Alps as the pilots gradually lost control in the icing. They cursed the plane all the way into the ground.

The Simmons airplane was a -72, and they had the flaps out during the hold, which further exacerbated the runback icing, (and subsequently retracted them, not unlike the Colgan accident) but due to some 'incidents' in the icing at that airline in the ATR's the pilots wanted a bigger stall margin. That was the culture, based on (scary) experiences with the ATR, but was not a trained methodology. The boot design was problematic, as was the aileron design. Sticking a spoiler up into an already partially stalled wing was also a bad design point. I think the current models reflect design changes that mitigate this to a point. De ice boots are not as effective as the manufacturers would have you believe. You don't see any Russian turboprops with boots. Getting out of the icing if it's anything worse than light rime should be the priority of any turboprop pilot.

By the way, I was in Chicago that night the ATR went down. It was Halloween. Probably the worst weather I've ever seen there. Thunderstorms, snow, hail, thundersnow, wind, sleet. Just horrible weather combined with the strong lake effect over the holding fix. So those conditions were about as bad as they can get.

I have never heard a Dash 8 pilot complain about that airplane in the icing. I don't think it is particularly susceptible to tailplane stalls. There was at least one Jetstream 31 lost to that phenomenon. My belief is that de-ice boots have no place on a modern transport airplane with a critical wing airfoil.