Airasia incident in Malaysia
glass houses...?
"I just want to thank everyone who made this day necessary".
Peter "Yogi" Berra
seem to recall there was an incident in MEL with a certain A320 operator trying to drive a serviceable aircraft into the ground, twice. Would have thought that it is impolite to be disparaging about standards given the performance in our own back yards... but hardly entertaining scripture. (There is no part of the world, nor area of human endeavours that I can recall, where human factors and close coupled systems have not had bad days).
"the smaller the mind, the greater the conceit..."
Aesop (620 BC - 560 BC)
"I wish I had an answer to that because I'm tired of answering that question".
Yogi (again)
Peter "Yogi" Berra
seem to recall there was an incident in MEL with a certain A320 operator trying to drive a serviceable aircraft into the ground, twice. Would have thought that it is impolite to be disparaging about standards given the performance in our own back yards... but hardly entertaining scripture. (There is no part of the world, nor area of human endeavours that I can recall, where human factors and close coupled systems have not had bad days).
"the smaller the mind, the greater the conceit..."
Aesop (620 BC - 560 BC)
"I wish I had an answer to that because I'm tired of answering that question".
Yogi (again)
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1000h Captains: load of 
. Most of the Skippers are very experienced having joined as commanders already. Internal upgrades aren't easy.
Reverse: Idle reverse preferred setting - using some form of reverse is mandatory, tea and no biscuits if it doesn't happen. Full reverse can do more harm than good at times but if you haven't had it happen you wouldn't know that.
Kuching's runway when wet has as much friction as a skating rink, if they landed in heavy rain and something started a yawing moment (asymmetric reverse spoolup?) it could be very hard to recover.
The weather changes so fast it can go from CAVOK with a CB nearby at 3 miles final to 800m in heavy rain as you're flaring, as if someone turned on a hose. Hard to see it coming, harder still to react.
Waiting for the final report to know more, however saying this wouldn't have happened to another airline is complete
. Most of the Skippers are very experienced having joined as commanders already. Internal upgrades aren't easy. Reverse: Idle reverse preferred setting - using some form of reverse is mandatory, tea and no biscuits if it doesn't happen. Full reverse can do more harm than good at times but if you haven't had it happen you wouldn't know that.
Kuching's runway when wet has as much friction as a skating rink, if they landed in heavy rain and something started a yawing moment (asymmetric reverse spoolup?) it could be very hard to recover.
The weather changes so fast it can go from CAVOK with a CB nearby at 3 miles final to 800m in heavy rain as you're flaring, as if someone turned on a hose. Hard to see it coming, harder still to react.
Waiting for the final report to know more, however saying this wouldn't have happened to another airline is complete
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"Full reverse can do more harm than good at times but if you haven't had it happen you wouldn't know that."
Such as?
Such as?
sighsuch as substantial crosswinds acrosss a slick runway....CPL 101!Air Asia A320....took a flight from KUL to JHB. On climb through about 20000ft right up to cruise and decent below 10000, there was a horrible groaning grating noise as if the pressurisation system is toast. The cabin crew had no idea why, pilot did not answer query put through via the cabin crew. Maybe someone can enlighten me.
Centaurus,
An interesting point. What is the relative cost of brake wear verses fuel saved (assuming one would not deliberately cause hot brakes if the aircraft is on a quick turn)?
No SOP indicating no reverse. With 3500m++ runway, of course we never use
Fuel saving measure of course. Bugger the hot brakes.
Fuel saving measure of course. Bugger the hot brakes.
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AirAsia Ground Procedures
Do AirAsia use alternative means of brake cooling on these 20 minute turn rounds, to ensure that certification requirements are met for the next take-off.
Tmb
Tmb
Temp limit for take off of 300C without the fans running and 150C if you have used them on the way out. After landing a five minute time period is needed before the fans go on, so even with a twenty minute turn around there shouldn't be any problem getting the temps within limits.
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My large UK airline prefers warmer brakes and maybe the use of brake fans over a full flap landing with full reverse. Brake extra brake wear is negligeable apparently. Of course all within reason (long non-limiting runway etc.)
Even then brake fans are used only 10% of the time on a normal runway during a 25 minute turn. Once the fans are on, the temp reduces below limits within 5 minutes. So no problem there.
Even then brake fans are used only 10% of the time on a normal runway during a 25 minute turn. Once the fans are on, the temp reduces below limits within 5 minutes. So no problem there.
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Penko ; so the brake temps are above limits for 5 minutes?
The temperatures are not above absolute limits (you'd know if the fuse plugs blow
)
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Apologies for the slight confusion, I was indeed referring to the 300 degree takeoff limit. On parking, the next limiting temp would be 500 degrees after which you should not use the parking brake. I have never seen a temperature even near that on a normal turnaround.
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Pilot training in Malaysia (even more so abroad) is too expensive for most of the population, and there are no real flying schools around (Lived there for few years, believe me, I was trying to find them!!)
...May I suggest that you get it right........regards.
