FlightSource

Aviation news and photos from FlightSource. Find the latest aviation news, photos, airport lookup, and more.

[@miami_rick 🇺🇸✈️ @miami_rick]

The cutest little girl in the world just got into the elevator with her parents and while on our way down to the lobby she quirked her eyebrow and very seriously asked me “Are you the airplane flyer??” to which I replied “I am! And you can be too if you want to!!”. She then gave me a huge smile and asked filled with excitement “I can be the airplane flyer too??!!” to which I replied “You can be whatever you want to be but I’ll tell you, being the airplane flyer is pretty cool!” She finally said “Yeah! I want to be the airplane flyer like you!!” This little interaction completely made my day! ❤️ #aviation #airlinepilot #pilot

[FlightSource @FlightSource]

https://t.co/zojpYHCnVZ

[FlightSource @FlightSource]

https://t.co/qOVemdOgqK

[FlightSource @FlightSource]

https://t.co/rtN5UhavrJ

[FlightSource @FlightSource]

https://t.co/Ad3A2fBogg

[Ray Gaur @raygaurca]

Coal Harbour Float Plane Video #Vancouver

[Global BC @GlobalBC]

BREAKING: A float plane has collided with a boat in Vancouver's Coal Harbour when trying to take off. Multiple people have been injured.

READ: https://t.co/PM86AHEtk9

https://t.co/PM86AHEtk9

[Jordan Armstrong @jarmstrongbc]

#BREAKING: A collision between a float plane on takeoff and a pleasure boat in #CoalHarbour. Rescue operation underway.
@GlobalBC has obtained video of the crash.
More details as they become available on BC1 and tonight’s News Hour at 6.

[FlightSource @FlightSource]

https://t.co/43P2rs8XIt

[FlightSource @FlightSource]

https://t.co/MD7DUO6ez8

[YVR @yvrairport]

YVR teamed up with @navcanada and the @Canucks to proudly display our love for the hometown team to the world. Go Canucks, Go! #AllTogether

[FlightSource @FlightSource]

https://t.co/Pftm9HYUgF

[FlightSource @FlightSource]

https://t.co/LI61SVOwBv

[FlightSource @FlightSource]

From Prince George to Zurich, Swiss Air-Rescue Rega takes to the skies yesterday on a 12 hour Medivac mission. Wishing their patient a speedy recovery as they head home.

[Eric Kulisch @ericreports]

Canada's @CargoJetAirways wants to dump 8 aircraft planned for growth, postpone converting 2 more into cargo jets as weak cargo market shrinks profit margins . . . https://t.co/GDlQx2lJRT #aviation #avgeek #supplychain

[Steve Giordano @SteveNomadic]

On the leg between Guam (PGUM) and Kalaeloa (PHJR) we experienced a fault with one of our 2 AC packs. This left us a single point of failure away from de-pressurization, which would require a descent to an altitude where we could breathe without supplemental O2. Keep in mind, a lower altitude drastically increases fuel consumption.

Of course a single pack can maintain cabin pressure all the way up to the aircraft’s service ceiling, but if that pack fails, the aircraft cannot be pressurized.

The situation required that @OMD_SkyDog & I make a plan as to how to handle the potential loss of our remaining pack. This plan would be dynamic, as the action taken would depend where we were at the time of de-pressurization.

Past the ETP (Equal Time Point) turning back to GUM was not an option; and continuing to JRF at a low cabin altitude was ALSO not an option - as we’d be short on fuel. PKMJ was a bit too far south to be of use, but PWAK (Wake Island) and PMDY (Midway) were valid alternates that we could use for diversion and still land with the engines turning.

Even though we did have ETOPS planning info on our flight plan, we can’t always rely on it 100% because ferry flying creates some unique challenges due to the fact that we don’t operate the same aircraft all the time, and we have no operational history to set the burn bias. We need to be proactive in the cockpit so on the secondary FPL page of the MCDU, Bob and I played out a few scenarios at different points and compared fuel burns. We decided on a boundary where once crossed, the diversion alternate switched from WAK to MDY. In either case - we’d land with fuel, but it would be pretty minimal.

Passing 170W would be the most critical point. The options would be MDY or LIH from there and both would land with under 800 KG of fuel. Because that didn’t inspire much confidence, we took some additional measures and brought 2 POBs (portable O2 bottles) up to the flight deck. This way, we’d have both the crew O2 from the pressure demand bottle (about 30-40 mins estimated) plus the O2 from POBs available to remain a bit higher longer in the event of a depress. Staying higher meant saving fuel and having more options - always a good thing.

Anyway, the operational pack remained working, and we were able to get the aircraft to JRF before getting the bad pack back online for the next leg - so crisis averted, but the moral of the story is: you always need to have a plan! Especially when flying over remote areas of the planet..

[FlightSource @FlightSource]

https://t.co/xGVlPCd0O7

[Francisco Cunha - ✈️ Aviation et al @OnDisasters]

#OTD in 1983: “Gimli Glider”. Air Canada Flight 143, a B-767, makes an emergency landing in Gimli (Manitoba, Canada). All 69 aboard survive. Jet ran out of fuel at 41000ft, crew skillfully glided to a drag racing strip at a former AFB. Factors: maintenance issues, pilot actions.

[FlightSource @FlightSource]

https://t.co/CjG4LkDK7G

[FlightSource @FlightSource]

https://t.co/s3JSo98kWI