Info that may or not be confirmed but I read:
a) the two pilots flew from Congonhas to Porto Alegre on the same day before coming back to Congonhas. Correct.
b) both had more than 14000 hours of flying. Incorrect for one, but not by much, both had more than 13000.
c) one of them flew many years (20) for Transbrasil on 767. In 2001 worked from September to December at GOL (Boeing 737). In January
2007 started at TAM and up to recently was in training for the A-320
plane. The other was with TAM since 1987. I cannot verify all of these statements, but one had flown 767s with TransBrasil.
d) TAM did not incorporate the modifications that AB suggested after the Taiwan accident. For some reazon this was not mandatory by AB. Why? No comment
And...a question:
Why one of the pilots said that he couldnīt do it after the other asked him to decrease acceleration? No comment
As for the wheel brake debate, remember my previous post in relation to the wheel brakes where it was stated that 3 out of 4 were applied when recovered from the accident site and there was damage to the leg with the fourth one on it?
Airbus state full wheel brakes applied. Therefore, look at the deceleration components of brake efficiency, friction coefficient, weight on wheels, 1% downhill slope, thrust, aerodynamic drag etc.
Last edited by Our-man-in-CGH; 7th Aug 2007 at 10:13.