SAS-incident-Oslo, mislaid?
Thread Starter
SAS-incident-Oslo, mislaid?
SAS-incident-Oslo.
Where has this thread gone?
Removed?
Moderators agreeing with some of the less professional views being expressed, nothing to be learnt from a minor incident, not sufficiently attention-getting for the advertising sponsors?
Or just finger trouble, a programming error, a mistaken delete.
We all need Ctrl Z (or alternative) in our operations, but we could learn from why we needed to use it; be that finger trouble or mind-set.
Where has this thread gone?
Removed?
Moderators agreeing with some of the less professional views being expressed, nothing to be learnt from a minor incident, not sufficiently attention-getting for the advertising sponsors?
Or just finger trouble, a programming error, a mistaken delete.
We all need Ctrl Z (or alternative) in our operations, but we could learn from why we needed to use it; be that finger trouble or mind-set.
Thread Starter
Jd Thanks for the reply and explanation.
This leads to the question as to why the originator chose to delete the thread; I hope not in response to the few poor professional attitudes citing ‘a non-event’ or ‘nothing of interest’, or thinking that the event was irrelevant. There is always something to be learnt from incidents however ‘minor’; the difficulty is in identifying the significance.
This assumes that there was an incident, but even if not, the operational aspects of landing on a reduced length wet runway, with concrete areas NOTAM as ‘slippery when wet’, should be of interest to professional pilots.
Flight operations depend on having an adequate safety margin, but if this is eroded, as reported, then the relevant safety aspects should be reviewed.
Studies of aircraft landings indicates that pilots land closer to the approach end (the optimum landing positon) on limiting runways opposed to landings on longer runways.
Safety – the safety margin could be improved if pilots have greater awareness of ‘limiting’ runways, or associate landings with limiting conditions where adequate margins appear to be present.
Reduced runway length and a change in touchdown positon will change the limiting conditions; in addition a NOTAM alerting ‘slippery when wet’ requires that portion of the runway to be treated as having ‘MEDIUM’ braking action. Further consideration should be that this section of runway is concrete and also might be contaminated with rubber; then using landing performance using a lesser braking action would be advisable. (Beware wet concrete runways – slides 25 -, concrete.)
Just one thought amongst many others.
Managing Threats and Errors during Approach and Landing.
This leads to the question as to why the originator chose to delete the thread; I hope not in response to the few poor professional attitudes citing ‘a non-event’ or ‘nothing of interest’, or thinking that the event was irrelevant. There is always something to be learnt from incidents however ‘minor’; the difficulty is in identifying the significance.
This assumes that there was an incident, but even if not, the operational aspects of landing on a reduced length wet runway, with concrete areas NOTAM as ‘slippery when wet’, should be of interest to professional pilots.
Flight operations depend on having an adequate safety margin, but if this is eroded, as reported, then the relevant safety aspects should be reviewed.
Studies of aircraft landings indicates that pilots land closer to the approach end (the optimum landing positon) on limiting runways opposed to landings on longer runways.
Safety – the safety margin could be improved if pilots have greater awareness of ‘limiting’ runways, or associate landings with limiting conditions where adequate margins appear to be present.
Reduced runway length and a change in touchdown positon will change the limiting conditions; in addition a NOTAM alerting ‘slippery when wet’ requires that portion of the runway to be treated as having ‘MEDIUM’ braking action. Further consideration should be that this section of runway is concrete and also might be contaminated with rubber; then using landing performance using a lesser braking action would be advisable. (Beware wet concrete runways – slides 25 -, concrete.)
Just one thought amongst many others.
Managing Threats and Errors during Approach and Landing.
