Southwest KLGA gear collapse.
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13 years at Southwest and never had made a landing at LGA? Both times in there as Captain the landing was given to the copilot? Seems rather strange.
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Been at SWA for 16 years now. I've flown into and out of LGA exactly once, EWR twice, RSW zero, ECP zero, EYW zero, and SJU zero. Conversely, I could land in MCI in my sleep.
In other words, it's very possible that the accident crew would be unfamiliar with LGA.
In other words, it's very possible that the accident crew would be unfamiliar with LGA.
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"The captain has been with Southwest for almost 13 years and has been a captain for six of those years. The captain has over 12,000 total flight hours, over 7,000 of which are as pilot-in-command. In 737s, the captain has over 7,900 hours, with more than 2,600 as the pilot-in-command."
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Even though I don't like southwest, I have to admit that they have a safety record that is a great one.
I don't like how fast they taxi, nor how fast they fly their approaches, outside the marker.
I've been flying for a long, long , long time...domestic USA mostly, and I have NEVER landed or been to DENVER. I've been to LGA a zillion times but never been to Seattle.
But I do know enough that I would be very careful going to an airport that I had not been to many,many times...and then I would be careful because I would think I was getting complacent at the airports I go to frequently.
LGA, however is a straight forward airport , at least on runway 4. There are fundamentals of landing that can be masked at better airports...that is if you really don't land well, you will probably land less well at LGA. You will worry about going off the end into the water. Instead, you should concentrate on your spot (aim point) and your speed.
Taking over at 400' from another pilot is one thing, taking over from the autopilot at the same altitude is another....human selection of trim is a very individual one...some like a little nose heavy, some like a bit tail heavy...watch next time you switch control, and the other guy will almost always re trim.
so maybe the copilot had a nose down trim and liked the feel, and the captain didn't take the time to retrim to HER preference. And when she (SHE) relaxed, the nose dropped, instead of her personal preference to trim.
My best guess is that the decision by the captain was a spontaneous one and not well thought out. I think we would have heard by now from the NTSB something like...the copilot was out of control with speed excursions of over 30 knots (we sure did from asiana)
I don't like how fast they taxi, nor how fast they fly their approaches, outside the marker.
I've been flying for a long, long , long time...domestic USA mostly, and I have NEVER landed or been to DENVER. I've been to LGA a zillion times but never been to Seattle.
But I do know enough that I would be very careful going to an airport that I had not been to many,many times...and then I would be careful because I would think I was getting complacent at the airports I go to frequently.
LGA, however is a straight forward airport , at least on runway 4. There are fundamentals of landing that can be masked at better airports...that is if you really don't land well, you will probably land less well at LGA. You will worry about going off the end into the water. Instead, you should concentrate on your spot (aim point) and your speed.
Taking over at 400' from another pilot is one thing, taking over from the autopilot at the same altitude is another....human selection of trim is a very individual one...some like a little nose heavy, some like a bit tail heavy...watch next time you switch control, and the other guy will almost always re trim.
so maybe the copilot had a nose down trim and liked the feel, and the captain didn't take the time to retrim to HER preference. And when she (SHE) relaxed, the nose dropped, instead of her personal preference to trim.
My best guess is that the decision by the captain was a spontaneous one and not well thought out. I think we would have heard by now from the NTSB something like...the copilot was out of control with speed excursions of over 30 knots (we sure did from asiana)
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All the discussion about it being LGA, or MCO, or DEN, etc. The paint stripes and asphalt don't know that they're in LGA, MCO, or DEN.
And a basic flying rule - don't push forward on the yoke in the flare. Pull is good, freeze is fine, ease back pressure approaches tricky and maybe be dangerous. Push? Never. If you think of pushing the answer is 'G/A'.
And a basic flying rule - don't push forward on the yoke in the flare. Pull is good, freeze is fine, ease back pressure approaches tricky and maybe be dangerous. Push? Never. If you think of pushing the answer is 'G/A'.
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It's not so strange when you consider that Southwest only began service to LGA in June of 2009 with 8 flights a day, which has just recently increased to 19.
Been at SWA for 16 years now. I've flown into and out of LGA exactly once, EWR twice, RSW zero, ECP zero, EYW zero, and SJU zero. Conversely, I could land in MCI in my sleep.
In other words, it's very possible that the accident crew would be unfamiliar with LGA.
In other words, it's very possible that the accident crew would be unfamiliar with LGA.
Last edited by Murexway; 11th Aug 2013 at 19:51.
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All the discussion about it being LGA, or MCO, or DEN, etc. The paint stripes and asphalt don't know that they're in LGA, MCO, or DEN.
And a basic flying rule - don't push forward on the yoke in the flare. Pull is good, freeze is fine, ease back pressure approaches tricky and maybe be dangerous. Push? Never. If you think of pushing the answer is 'G/A'.
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Note repeated use of the word 'Captain'. Is this to avoid using the word 'she'? It should not matter so the language is ridiculous and forced.
Last edited by Murexway; 11th Aug 2013 at 20:03.
No, it's to specify to which of the two people in the pointy end one is referring.
"The captain has been with Southwest for almost 13 years and has been a captain for six of those years."
"[He/She] has over 12,000 total flight hours, over 7,000 of which are as pilot-in-command. In 737s, [he/she] has over 7,900 hours, with more than 2,600 as the pilot-in-command."
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Originally Posted by DaveReidUK
Avoiding the use of "he" or "she" was clearly intended to obscure the gender of the subject.
Last edited by A Squared; 11th Aug 2013 at 21:08.
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Avoiding the use of "he" or "she" was clearly intended to obscure the gender of the subject.
Yes, this isn't an accident, nor is it to try to avoid confusion. This phenomenon of awkward sentence construction to avoid the use of a gender specific pronoun frequently pops up in NTSB reports when the accident pilot is a woman. Not every time, but I've seen it before in accident reports in which I knew the pilot was a woman.
Last edited by Murexway; 11th Aug 2013 at 21:53.
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I'm not trying to claim anything, one way or another, just that I have observed the NTSB going out of their way to avoid gender specific pronouns when the pilot is a woman. I have no idea why they do it, or what they are trying to accomplish.
Forget all the other malarky going on here its obvious the Pilot in Command and her deputy didn't intend to land nose wheel first!! So we shall obviously have to see what set of circumstances led to it occurring when the NTSB analyze all the data and report.
Next....
Next....
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Originally Posted by nitpicker330
So we shall obviously have to see what set of circumstances led to it occurring when the NTSB analyze all the data and report.
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mross:
Spot on! The NTSB has been doing that for several years now. It is in the finest tradition of political correctness.
Many years ago, when NTSB reports did not contain such infections, they used to give the name and age of the operating crew members.
Note repeated use of the word 'Captain'. Is this to avoid using the word 'she'? It should not matter so the language is ridiculous and forced.
Many years ago, when NTSB reports did not contain such infections, they used to give the name and age of the operating crew members.
