Coulson 733 (N619SW) crash in WA
 

7NEWS reporting that N619SW has crashed.

X2 onboard. Survived the incident?

737 Down near Albany, Western Australia
 

Firefighting 737 down in the last hour. Between Albany and Esperance, Fitzgerald National Park.

Reports 2 Crew survived and on way to hospital in serious condition.

https://twitter.com/9NewsPerth/status/1622536244679917568?s=20&t=3aDkScClLHkMpY7SeuA1FQ

Incredibly, yes, according to the same Seven News.

Apparently other bombers had to drop retardant/foam/water to keep the fire at bay whilst they were extracted.

I tips me hat to them guys/girls.

Remarkable and very pleasing outcome for both crew to survive!

Excellent preliminary report published.

https://www.atsb.gov.au/media/news-i...equence-events


Also check out Blancolirio channels take on it.

Obviously, letting the airspeed get too slow was critical but that flaps 40 configuration seems quite risky to me with high drag being very unforgiving in an environment where a lot of looking outside is required. It would seem to me that flaps 30 could be doable with close to the same approach speeds.

Crass mishandling.

The 747 tanker likewise uses full flap when doing drops, perhaps to keep engines spooled up where throttle response is better, tactic also used by the Red Arrows who fly their formations at times with speedbrake deployed. Whatever the reason I'm sure the tankers have a good explanation.

for 30% N1?

Thanks,

I will note that the 747 max flap setting is 30 instead of 40. That being said, the overall drag profile is not necessarily determined by this(for example, a 777 at flaps 30 has inboard flaps at way more than 30 degrees).

Of note, I flew the old 737-200 for a short time period. As one was slowing down and configuring on final approach, you could set a pre-planned final approach power setting using a fuel flow setting and the aircraft speed would slowly decrease and stabilize close to Vref. Landing with flaps 30 - set a FF of 3000 lbs/hr, landing with flaps 40 - set a FF of 4000 lbs/hr(which is a 25% increase). We also memorized the pitch attitudes required for approach. I believe that it was +3 degrees for flaps 30 and 0 degrees for flaps 40, which also seemed to me to be a significant difference in pitch. I took all this to mean that the amount of drag for the last 10 degrees of flap was significant.

That being said, I think there is plenty of engine thrust above the idle(or slow spool up) range at flaps 30 for a go-around but significantly less drag. Maybe it is different for the more modern versions with different wings and engines.

​​​​​​​When I went to school that was a 33% increase!

Hmmm....You may be right. Can I change it to significant increase?