Continental 737 Off Runway at DEN
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Observation from a geriatric taildragger pilot:
It used to be commonplace to use differential throttles (my bad - thrust levers!) to aid in steering on TO. I know that this violates the "throttles set by 60 kt" rule, but certainly could have mitigated a departure such as this.
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It used to be commonplace to use differential throttles (my bad - thrust levers!) to aid in steering on TO. I know that this violates the "throttles set by 60 kt" rule, but certainly could have mitigated a departure such as this.
Comments?
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Differential thrust use is more likely to cause the above incident rather than control it!
Differential thrust is only used on a jet on the ground in situations like a 180 degree on the runway or a tight turn while taxiing. The only other situation I can think of that requires it is a 3 engine ferry takeoff in a 747 when after having applied symetrical power on two engines you brought in the third as airspeed increased. There was always a bit of a swing. It was not a fun exercise and quite frightening for any heavy crew member on the jumpseat who was not trained in the procedure.
Differential thrust is only used on a jet on the ground in situations like a 180 degree on the runway or a tight turn while taxiing. The only other situation I can think of that requires it is a 3 engine ferry takeoff in a 747 when after having applied symetrical power on two engines you brought in the third as airspeed increased. There was always a bit of a swing. It was not a fun exercise and quite frightening for any heavy crew member on the jumpseat who was not trained in the procedure.
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With all the excitement surrounding Airbus's launch of the new amphibious version of the A320 this one has gone to sleep. The aircraft was removed quite some time ago and FDR/CVR must have been analysed a long time ago, anyone found any news to post ? 
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Observation from a geriatric taildragger pilot:
It used to be commonplace to use differential throttles (my bad - thrust levers!) to aid in steering on TO. I know that this violates the "throttles set by 60 kt" rule, but certainly could have mitigated a departure such as this.
Comments?
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It used to be commonplace to use goggles and scarfs also. Taildraggers and modern jet a/c are completely different machines. And reciprocating engines, and propellors, have completely different acceleration/deacceleration characteristics, which throws the theory out the window.
It could have mitigated this event? How do you come to this conclusion without knowing what caused the event in the first place?
It used to be commonplace to use differential throttles (my bad - thrust levers!) to aid in steering on TO. I know that this violates the "throttles set by 60 kt" rule, but certainly could have mitigated a departure such as this.
Comments?
-----------------------------------------------------------------------
It used to be commonplace to use goggles and scarfs also. Taildraggers and modern jet a/c are completely different machines. And reciprocating engines, and propellors, have completely different acceleration/deacceleration characteristics, which throws the theory out the window.
It could have mitigated this event? How do you come to this conclusion without knowing what caused the event in the first place?
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My point is that while the cross wind was certainly a contributing factor, it is my understanding that aircraft ought to be able to handle it. I'm not an airline pilot. It just seemed like they came to that as being the cause very quickly and then dropped it.
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While I have no news, I can say that last weekend, I was at a meeting with Larry Kellner along with sevaral hundred frequent flyers from flyertalk.com. He was asked for an update on 1404 and said he had none. His position was to provide any and all assistance to the NTSB in their investigation and that he would await the results of that investigation, regardless of its duration.
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Seems to be no news at the NTSB site on this. IIRC, ICAO mandates that a preliminiary report should be issued 30 days after the accident containing facts established by that date. That was a month ago....
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New photos found of the moments after the crash
CALL7 Exclusive: Photos Taken Moments After DIA Crash - Denver News Story - KMGH Denver
CALL7 Exclusive: Photos Taken Moments After DIA Crash - Denver News Story - KMGH Denver
Per Ardua ad Astraeus
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I have queried elsewhere, but surely by now we should have more than an 'interim' report which was really just a statement of events? This is of real concern to 737 operators. Does anyone have anything? Obviously not a 'final' but at least an idea of what caused this.
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It does seem a long time, considering that the plane was intact and the pilots alive and able to describe events. Does this suggest the investigators are baffled, or that the incident hints at a systemic 737 problem and they don't want to go there unless as a last resort?
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I'm not a tin foil hat type, but there were some ADs a year or so ago that could account for what happened. I just have trouble believing an experienced captain on that aircraft couldn't handle that crosswind
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Highest crosswind takeoff poll
What I haven't seen on this thread (might have missed it) is a discussion of B-737 pilots' experiences during very high crosswind takeoffs. The pilots in this accident were issued wind 270 at 27 knots for a runway heading of of 350. What is the most extreme crosswind component you high-timers have encountered, and how would you describe the experience? Any surprises?