Comments by "Gort" (@gort8203) on "Mentour Pilot" channel.

  1. I heard no mention of what I consider the worst aircraft handling error made by the crew, which is that they never pushed the thrust levers forward between the setting of takeoff thrust and the point of impact. They noted that the engine indications did not look right, so at the latest the stick shaker should have served as confirmation that more thrust was required. Applying full throttle even at that late stage may have keep the airplane flying.
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  2. If memory serves, I don't believe DOD usually contracts for specific loads, but that the contracts are for logistics channel runs and a certain amount of total lift. I have never seen outsized rolling stock on a DOD contracted 747, probably because they can't be realistically palletized (on ULD pallets) to fit. You can secure smaller wheeled pieces of equipment to standard or linked ULD pallets, and those pallets get locked into the airplane ULD system. But outsized vehicles too large to be palletized were typical rolled up the ramp of a USAF transport and chained to the floor. I saw things strapped to pallets, but straps never connected anything to the floor, it was the pallet locking rails or chains.
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  3.  @davidpowell3347  Yes the JT8D spools somewhat faster than a CFM-56, but spool time from idle really isn't really a factor in this situation. If the crew had recognized the need for more thrust, spool time to max throttle from the setting they had already established would have been insignificant with any of these engines.
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  4. I was expecting a new perspective or new information. So much for trusting the title.
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  5. I thought I understood winglets as increasing the effective aspect ratio (and maybe recapturing some energy from the tip vortex if that theory is still in vogue), but the incomplete explanations here of how lift and induced drag are produced don't give me any confidence that we're on to a revelation here.
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