The FAA's 12/7/2021 statement on 5G: https://www.faa.gov/newsroom/faa-statement-5g The two ADs: https://www.faa.gov/sites/faa.gov/files/2021-12/FRC_Document_AD-2021-01169-T-D.pdf https://www.faa.gov/sites/faa.gov/files/2021-12/FRC_Document_AD-2021-01170-R-D.pdf The FAA's SPECIAL AIRWORTHINESS INFORMATION BULLETIN https://rgl.faa.gov/Regulatory_and_Guidance_Library/rgSAIB.nsf/dc7bd4f27e5f107486257221005f069d/27ffcbb45e6157e9862587810044ad19/$FILE/AIR-21-18.pdf Best J Buck FAA Aviation Safety Inspector (Ret.)

(Written on 12/10/2021)(Permalink)

On August 16, 1987, Northwest Flight 255 crashed shortly after taking off from Detroit Metropolitan Airport, killing 156 people. There was one survivor. The DC-9-82 flightcrew did not use the pre-takeoff checklist and forgot to extend the flaps/slats for takeoff. The takeoff warning horn did NOT sound when the thrust levers were advanced. The NTSB found the takeoff warning horn circuit breaker was closed (ative.) No one ever figured out why the horn didn't sound. As an aside the aircraft did manage to get airborne but hit some tall lamp posts in the rental car parking lot and then went down on the freeway leading into the airport. I was the lead FAA inspector for the Airframe group. My recommendation is, and always has been, read and use the checklist for all phases of flight. Regardless of the size and complexity of the aircraft. Capt J Buck ATP DC-9 B757 B767 Flight Instructor Ground Instructor Aircraft Dispatcher A&P Mechanic Air Traffic Controller FAA Avi

(Written on 10/29/2021)(Permalink)

Wrong. NTSB investigators are very well qualified with most on the aviation side of the house being pilot, engineers, etc. Same as FAA inspectors. Best Capt J Buck ATP DC-9 B757 B767 Flight Instructor Ground Instructor Aircraft Dispatcher A&P Mechanic Air Traffic Controller FAA Aviation Safety Inspector (Ops & Aws) ((Ret.) FAA certified accident investigator (Ret.) ICAO Panel Member Aviation Safety Consultant

(Written on 10/15/2021)(Permalink)

It's IFR rating. Written and flight test required. Not an endorsement.

(Written on 10/15/2021)(Permalink)

Good grief, remember that? March 29th 1975 two World Airways 727-100s went to Da Nang without any clearance or State permission. One of the 727s was unable to land. The other 727 took off on the taxiway with about 270 in the cabin and another 60 or so in the cargo hold. All the while taking small arms fire from the gooks* Best Capt. J Buck Veteran, Viet Nam Police Action *sorry the use of the term gooks is politically incorrect, it should read NVA, Viet Minh or Viet Cong.

(Written on 08/18/2021)(Permalink)

I'd be interested in hearing the Captain's story. During takeoff were there any caution or warning lights, warning horns, etc. I would have thought that having a body of a person tangled up in your landing gear may have set off a warning or two. If not then then Boeing may want to suggest a means (albeit an expensive one) of detecting persons hiding in the wheel wells. Which they would install/retrofit (for a price.)

(Written on 08/18/2021)(Permalink)

Yes and Allegiant too. And if that works then Southwest (or maybe Breeze.) Best Capt J Buck ATP DC-9 B757 B767

(Written on 08/18/2021)(Permalink)

Actually if you look in the AIM Pan-Pan is an international radio-telephony urgency signal. When repeated three times, indicates uncertainty or alert followed by the nature of the urgency. Not appropriate in this incident. Best J Buck FAA Inspector (Ret.)

(Written on 07/23/2021)(Permalink)

The Type Certificate Data Sheet (3A19) for ALL Cessna 150s says... "Certification Basis: Part 3 of the Civil Air Regulations dated May 15, 1956, as amended by 3-4." The 150 is NOT a part 23 airplane. Best J Buck FAA Inspector (Ret.)

(Written on 07/23/2021)(Permalink)

The Type Certificate Data Sheet (3A19) for ALL Cessna 150s says... "Certification Basis: Part 3 of the Civil Air Regulations dated May 15, 1956, as amended by 3-4." The 150 is NOT a part 23 airplane. Best J Buck FAA Inspector (Ret.)

(Written on 07/23/2021)(Permalink)