TAp 209 landing JFK
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TAp 209 landing JFK
TAP 209 just landed JFK in the middle of a severe thunderstorm.
METAR: KJFK 072353Z 32012G28KT 1/2SM R04R/1600VP6000FT +TSRA FG SCT009 OVC026CB 23/23 A2996 RMK AO2 WSHFT 2338 TWR VIS 1 LTG DSNT ALQDS CONS LTGICCCCG OHD TS OHD MOV E P0009 T02280228
A friend watched the landing and was incredulous they even tried the approach. Could not believe they did not sustain a lighting strike.
METAR: KJFK 072353Z 32012G28KT 1/2SM R04R/1600VP6000FT +TSRA FG SCT009 OVC026CB 23/23 A2996 RMK AO2 WSHFT 2338 TWR VIS 1 LTG DSNT ALQDS CONS LTGICCCCG OHD TS OHD MOV E P0009 T02280228
A friend watched the landing and was incredulous they even tried the approach. Could not believe they did not sustain a lighting strike.
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Nothing unusual on the tapes. Delta 696 and Jet Blue 2092 landed in sequence ahead of TAP 209. RVR was reported 5500, wind 080/7 and Jet Blue reported a smooth ride all the way down. Sounds like routine ops to me. Was your friend surprised that Delta and Jet Blue tried the approach as well?
Here's the midnight Z JFK tower reel. TAP is cleared to land 22L about 9:00 into the audio:
http://archive-server.liveatc.net/kj...2018-0000Z.mp3
Here's the midnight Z JFK tower reel. TAP is cleared to land 22L about 9:00 into the audio:
http://archive-server.liveatc.net/kj...2018-0000Z.mp3
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That would make sense. On that approach AP 209 was given wind 34021G29 and RVR 1200 for 22L along with windshear alert: loss of 15 knots at the runway. EK205, an A380, landed immediately prior but Speedbird and Jet Blue went around before that.
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[QUOTE=TriStar_drvr;10217835]
Looks like they went around on the first attempt. Landed 20 minutes later. Maybe your friend saw the first approach that ended in a go around.
Not sure, he actually said shot the approach so perhaps it was a go around.
Not sure, he actually said shot the approach so perhaps it was a go around.
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This story sounds eerily familiar. It seems some pilots need to read the TSB report into Air France 358 at YYZ, or even the NTSB report into Delta 1141 at DFW.
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You don't know your aeroplanes very well.......
The A380 has a similar approach speed to an A320 at MLW and it was probably chosen to roll to the end of 22 and use BTV rather than hammer the brakes for the outbound crew.
Given that wind, I would much rather have been in a 380 than anything else.
The A380 has a similar approach speed to an A320 at MLW and it was probably chosen to roll to the end of 22 and use BTV rather than hammer the brakes for the outbound crew.
Given that wind, I would much rather have been in a 380 than anything else.
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Have been to JFK a few times in both heavy Boeing and Airbus and 22L can be a bit of a trap sometimes. With southerly or westerly winds you get 22L, which is fine with the usual weather, but you also get it with gusty weather, tailwind, contaminated runway, windshear advisories and off the VORapproach. ATC doesn't know the difference for us. And sometimes it deteriorates in the time between checking in with approach and tower. Difficult to cancel an approach knowing you'll get "punished" for it with a delay but once in a while you find yourself thinking after the flight whether you should have continued it and 22L is often one of those..
And off course, I don't fly the 380..
But I do know the view approaching the end of 22L
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Originally Posted by gys
And off course, I don't fly the 380..
But I do know the view approaching the end of 22L
But I do know the view approaching the end of 22L
I do agree with your point though about breaking off an approach if you feel that conditions have changed adversely. PIC is the ONLY one responsible if something nasty happens in these situations.
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You don't know your aeroplanes very well.......
The A380 has a similar approach speed to an A320 at MLW and it was probably chosen to roll to the end of 22 and use BTV rather than hammer the brakes for the outbound crew.
Given that wind, I would much rather have been in a 380 than anything else.
The A380 has a similar approach speed to an A320 at MLW and it was probably chosen to roll to the end of 22 and use BTV rather than hammer the brakes for the outbound crew.
Given that wind, I would much rather have been in a 380 than anything else.
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Never felt like I needed a new pair of boxers in many different wind conditions!
(Sorry, not ment to be bashing EK, my earlier comment was an honest first thought when reading about landing a heavy (or super) on 22L with gusty tailwind and wet runway)
Last edited by golfyankeesierra; 11th Aug 2018 at 20:03. Reason: apparently EK went around as well
