Pegasus accident in SAW; just reported
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Not even W/V measuring units along a RWY can be trusted. I remember a long discussion with a MET chap (whose position was on a mayor airport) who noted bizarre wind values, even on quiet days. He found out the units could pick up vortices from departing A/C's wake.
Normally the MET observers would discard the readings as "spurious" signals, but later those values were auto-inserted in reports like ATIS.
When reporting that to his superiors he was told to shut up because in that time the MET service wanted to go fully automatic w/o any human intervention anymore.... and said that if the readings were like they were, the pilots needed to be warned for that......
Normally the MET observers would discard the readings as "spurious" signals, but later those values were auto-inserted in reports like ATIS.
When reporting that to his superiors he was told to shut up because in that time the MET service wanted to go fully automatic w/o any human intervention anymore.... and said that if the readings were like they were, the pilots needed to be warned for that......
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Last edited by Roti Canai; 16th Feb 2020 at 09:16.
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I've been waiting for your other shoe to drop by way of explaining to others why it's wrong. If so, please say why. We fly 800s with the package and I can't find anything in the FCTM, the FCOM or the QRH performance section except data on the pitch-roll angles at which various extremities of the airframe are at risk or not depending upon whether an SFP package is installed.
The only information I am able to find online is from non-Boeing sites which in itself points to another issue regarding getting information for operators from Boeing, but I'll leave that aside.
Here is what B737.org has to say, as linked to previously:
The only information I am able to find online is from non-Boeing sites which in itself points to another issue regarding getting information for operators from Boeing, but I'll leave that aside.
Here is what B737.org has to say, as linked to previously:
As the name sais, it increases performance on short fields, for takeoffs and landings.
If you calculate the incident at SAW with the BOEING OPT the difference of operational ldg. distance between the two Aircraft options is about 10% or 250m.
So the statement that SFP does not affect landperf is simply wrong, and thats what i said.
Last edited by KRH270/12; 16th Feb 2020 at 08:42.
Yes, part of the evacuation checklist is to set flaps to 40, before the engine start levers are set to ‘cut-off’ if the situation allows. But that presupposes an orderly stop, still on the undercarriage, engines running, and a still functioning cockpit crew. Not to mention the flap lever still connected to the flaps.
Last edited by Jump Complete; 17th Feb 2020 at 08:42.
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News on Turkish TV saying the captain has been arrested. It seems he is being charged for causing death by negligence.
Last edited by Tetsuo; 25th Feb 2020 at 12:12.
Transparency International
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Lost in translation?
Reuters reporting that according to the preliminary report, the Dutch co-pilot did not understand guidance in Turkish and failed to brake in time:
According to a preliminary report seen by Reuters on Thursday, the control tower initially told the pilot to hold off from landing due to harsh weather.But it said the Dutch co-pilot did not understand the Turkish guidance. It said the tower then allowed the plane to land, but that the pilots did not brake in a timely manner.
Pegase Driver
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Reuters reporting that according to the preliminary report, the Dutch co-pilot did not understand guidance in Turkish and failed to brake in time:
