DAL494 JFK No ASI
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DAL494 JFK No ASI
Excerpted from AvHerald:
A Delta Airlines Boeing 737-800, registration N3766 performing flight DL-494 from Santo Domingo (Dominican Republic) to New York JFK,NY (USA) with 126 people on board, was on approach to JFK's runway 31R descending to 9000 feet when the crew reported they had unreliable airspeed indications and consequently automatic engine control/automation problems stating they basically had no airspeed indicator, ATC re-assigned runway 31L for a visual approach in response. After the aircraft levelled at 4000 feet the crew requested immediate lower stating they had no instruments in the cloud, ATC cleared the aircraft down to 2000 feet, once in the clear the crew advised they had instrument and automation problems but if remaining visual did not need any assistance.
A Delta Airlines Boeing 737-800, registration N3766 performing flight DL-494 from Santo Domingo (Dominican Republic) to New York JFK,NY (USA) with 126 people on board, was on approach to JFK's runway 31R descending to 9000 feet when the crew reported they had unreliable airspeed indications and consequently automatic engine control/automation problems stating they basically had no airspeed indicator, ATC re-assigned runway 31L for a visual approach in response. After the aircraft levelled at 4000 feet the crew requested immediate lower stating they had no instruments in the cloud, ATC cleared the aircraft down to 2000 feet, once in the clear the crew advised they had instrument and automation problems but if remaining visual did not need any assistance.
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A sign of the times, AA 1048, a B-757 immediately had to declare 'min fuel' after DL 494 was given emergency priority.
As the Deltoid said after his requested descent to 3000 feet was delayed for the AA traffic passing below:
'We're out of the clouds now, I can see, it's fine. I didn't have any instruments in the clouds, it's OK now.'
Sounded like just another day at the office for the good old boys at Delta.
As the Deltoid said after his requested descent to 3000 feet was delayed for the AA traffic passing below:
'We're out of the clouds now, I can see, it's fine. I didn't have any instruments in the clouds, it's OK now.'
Sounded like just another day at the office for the good old boys at Delta.
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'The autothrottle disconnected! We need lower!.......Ok, we're good now, I can see our airspeed visually.'
Last edited by FIRESYSOK; 30th Nov 2012 at 02:16.
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How about IRS indicated Ground Speed (P5 overhead) plus wind correction (if needed), all NGs have got that!
Even shown on the ND!
EW73
Even shown on the ND!
EW73
Last edited by EW73; 30th Nov 2012 at 07:47.
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Once again the PPRune wild goose chase is off, based on insufficient information
AvHerald will only have 'hearsay' in this case until/unless the NTSB produce a report. As presented it makes little sense.
AvHerald will only have 'hearsay' in this case until/unless the NTSB produce a report. As presented it makes little sense.
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My question: If all instruments were lost, how did they know they were @4000, and how did they know when they arrived @2000??
Or am I just being too pesky?
Or am I just being too pesky?
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OK, All kidding aside...admittedly my aircraft were non-glass, except for the 737-400, and as the Captain I can't imagine that a loss of "all" primary instruments would affect the successful outcome of the flight...
Specifically, as Captain, I flew many (many) hours in the back and right seat before I gained the privledge of the Left Seat. During this time I learned which power settings were required during any specific realm of flight...
The wind noise outside the windows, the feeling of the aircraft, the flap settings, etc ad nausem...The Captain should look at an inop A/S indicator as just another bump in the road...
I'm ready for the flack, but I'm sure guys like BOAC and Barit will agree...even though it's a large transport A/C...the principles are the same when you learned to fly in a Cessna or Piper...(do they still do that?)
Specifically, as Captain, I flew many (many) hours in the back and right seat before I gained the privledge of the Left Seat. During this time I learned which power settings were required during any specific realm of flight...
The wind noise outside the windows, the feeling of the aircraft, the flap settings, etc ad nausem...The Captain should look at an inop A/S indicator as just another bump in the road...
I'm ready for the flack, but I'm sure guys like BOAC and Barit will agree...even though it's a large transport A/C...the principles are the same when you learned to fly in a Cessna or Piper...(do they still do that?)
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DownIn3Green:
My father instructed in AT-6 Texans/Harvards 70 years ago. He told me about a portion of the curriculum in which part of the student's ASI was masked, so that the trainee gained exactly the above skills. He considered it a valuable tool in his arsenal of skills.
The wind noise outside the windows, the feeling of the aircraft, the flap settings, etc ad nausem...The Captain should look at an inop A/S indicator as just another bump in the road...
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The best part is they still have to deal with Kennedy ground.
'Vehicle calling Ground'
'Delta 494-'
'I said VE-HIC-LE'
'Vehicle calling Ground'
'Delta 494-'
'I said VE-HIC-LE'
Last edited by DingerX; 6th Dec 2012 at 08:05.