PIA A320 Crash Karachi
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Last edited by Airbubba; 1st Jun 2020 at 23:51.
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Try to get hold of the MD-80 maintenance test flight protocol 4R.
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Regarding fatigue risk assessment, does anybody knows about this crew duty on that day, as well as previous ones. I'm talking not only about days before that but also the monthly roster, because due to shortened flights, being out of the flight deck for a long period can be an issue sometimes.
PIA only started up again a few days before so f,atigue won't come into it. There is a view that fasting may of but that's for another time
Paxing All Over The World
I think by definition, if hypoxia affected decision making, his colleague would have noticed, taken control and declared a medical emergency. OTOH, if it was not enough to affect decision making then it was not a factor.
However, I am sure the investigators will give due consideration to the possibility it was a factor, and make appropriate recommendations.
However, I am sure the investigators will give due consideration to the possibility it was a factor, and make appropriate recommendations.
It is widely reported that Doctors and Paramedics have found Covid-19 patients who were lucid and talking and using their mobile phones - whlist having a blood saturation below 70. Usually, at that level, a person is either in heart/brain failure or about to be so within seconds. Covid-19 makes the blood 'sticky' it is report and this typically shows up first in the lungs but also damages other organs.
We come back to the concern about what the FO would do, if he thought the Cpt was not performing to the best of his ability?
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Now I see guys getting into trouble by slowing to Flap Up manoeuvre speed ,which is pretty close to best L/D , then using speed brake. Speed brake does nothing on a B737 at 220 knots. Drift higher and higher on profile , don’t want to take gear early..... Clueless as what to do next.
Just cos you’re slow doesn’t mean you safe or know what you’re doing. Fully configured 10 miles out at approach speed isn’t smart. Its a pain in the butt.
Last edited by George Glass; 2nd Jun 2020 at 03:25.
But high speed until a safe distance out is a tool and should be able to be used as and when it's appropriate. The 'bus makes it even safer by even giving you the decel point on the screen.
For instance when buying fuel in US Gallons and then converting to Litres/KG and Pounds it is all too easy to get the digit in the wrong place.
If he makes any calculation using a calculator..........
Hence the Gimli Glider. Air Canada 767 en route to the West ran out of fuel and landed dead stick on the disused Gimli runway. ( near Winnipeg )
Have mentioned before - carry a key ring sized navigation computer in my wallet, using it at the supermarket one day, the "work experience" teenager asked me what it was? A circular slide rule, I replied. "What's a Slide Rule" ? was his reply. One could weep.
Have mentioned before - carry a key ring sized navigation computer in my wallet, using it at the supermarket one day, the "work experience" teenager asked me what it was? A circular slide rule, I replied. "What's a Slide Rule" ? was his reply. One could weep.
My first semester of college, pocket calculators were just coming online (1973) and outlandishly expensive. Slide rules were the norm - I remember glancing over during a mid-term at another student who was merrily punching numbers into a TI calculator while I was struggling with my slide rule. After hearing my tails of woe, my parents gave my an HP45 calculator for Christmas ($395 - ~$2,000 in today's money - to put that into perspective the previous summer I'd worked in a car dealer making $1.50/hr, and a semester's tuition was a bit over $300!). Most expensive Christmas gift I ever got by far.
Went back to college in January with my fancy new calculator only to have the professors ban using calculators in exams because not all the students could afford one and it was unfair and we all had to use slide rules
.I still have a couple slide rules around here somewhere - although I'm not sure I could still use one (I was never very proficient at it).
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Not quite apples to apples - on the Gimli Glider they told the crew they had xxxxx kilos of fuel, when in fact they had that many pounds of fuel.
My first semester of college, pocket calculators were just coming online (1973) and outlandishly expensive. Slide rules were the norm - I remember glancing over during a mid-term at another student who was merrily punching numbers into a TI calculator while I was struggling with my slide rule. After hearing my tails of woe, my parents gave my an HP45 calculator for Christmas ($395 - ~$2,000 in today's money - to put that into perspective the previous summer I'd worked in a car dealer making $1.50/hr, and a semester's tuition was a bit over $300!). Most expensive Christmas gift I ever got by far.
Went back to college in January with my fancy new calculator only to have the professors ban using calculators in exams because not all the students could afford one and it was unfair and we all had to use slide rules.
I still have a couple slide rules around here somewhere - although I'm not sure I could still use one (I was never very proficient at it).
My first semester of college, pocket calculators were just coming online (1973) and outlandishly expensive. Slide rules were the norm - I remember glancing over during a mid-term at another student who was merrily punching numbers into a TI calculator while I was struggling with my slide rule. After hearing my tails of woe, my parents gave my an HP45 calculator for Christmas ($395 - ~$2,000 in today's money - to put that into perspective the previous summer I'd worked in a car dealer making $1.50/hr, and a semester's tuition was a bit over $300!). Most expensive Christmas gift I ever got by far.
Went back to college in January with my fancy new calculator only to have the professors ban using calculators in exams because not all the students could afford one and it was unfair and we all had to use slide rules
.I still have a couple slide rules around here somewhere - although I'm not sure I could still use one (I was never very proficient at it).
Makes gross errors much less likely.
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Yes, high speed all the way in to show off should be a thing of the past.
But high speed until a safe distance out is a tool and should be able to be used as and when it's appropriate. The 'bus makes it even safer by even giving you the decel point on the screen.
But high speed until a safe distance out is a tool and should be able to be used as and when it's appropriate. The 'bus makes it even safer by even giving you the decel point on the screen.
On the decel point on the A320, I usually find it way too conservative. If I slowed as early as the FMS wanted to slow, I'd be causing traffic jams.
It’s thread drift but I suppose in some way pertinent to the subject as there isn’t any new information at the moment.
I’ve found, as a general observation, that to lose energy from the airframe you need to either fly it as fast as you can (highest parasitic drag plus brakes are most effective) or as slow as you can (highest lift-induced drag). Somewhere “in the middle” is where the aircraft is at its most efficient.
Depending on the distance to run, it’s possible to use an amalgam of both techniques: dive off the height at the top end of the speed range while you’re well away from the ground then slow down to fully configured, which gives the best gradient without excessive rates of descent and allows time for monitoring the progress of the approach. On the types I’ve flown, 700-1,000’ per mile is achievable without busting SOPs, once in the landing configuration and in normal conditions.
I’ve found, as a general observation, that to lose energy from the airframe you need to either fly it as fast as you can (highest parasitic drag plus brakes are most effective) or as slow as you can (highest lift-induced drag). Somewhere “in the middle” is where the aircraft is at its most efficient.
Depending on the distance to run, it’s possible to use an amalgam of both techniques: dive off the height at the top end of the speed range while you’re well away from the ground then slow down to fully configured, which gives the best gradient without excessive rates of descent and allows time for monitoring the progress of the approach. On the types I’ve flown, 700-1,000’ per mile is achievable without busting SOPs, once in the landing configuration and in normal conditions.
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Similar go-around accident. MD 82. Phuket Thailand September 2007. Copilot PF. Botched go-around 50 feet in heavy rain. The autothrottle was left engaged during manually flown approach. A/T closes the throttles in the middle of the GA. Aircraft hits an embankment and bursts into flames.
.https://reports.aviation-safety.net/...D82_HS_OMG.pdf
.https://reports.aviation-safety.net/...D82_HS_OMG.pdf
de minimus non curat lex
Calm, CAVOK, 80nm NE STN FL370. SCCM just announced uncontained cabin fire.
Straight in STN runway 22......GO....
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de minimus non curat lex
Priority, get your @rse on the ground ASAP?
Another useful exercise (calm CAVOK) to concentrate the mind is a double engine failure (flock of geese) 3500 ft, say 3.5nm from the runway at the start of the downwind leg at minimum clean speed. APU already started to concentrate on flying ‘the pattern ~ constant sight angle’. Dead stick it, flap & gear as required. Flare 100’. Cancel any side slip by 500’. CRM generated in abundance normally.
Night take off from LGW, CAVOK in a BAe146. I called for Gear Up, Master Warning “Avionics Smoke”. Call from Cabin Manager “Forward Galley Fire, ceiling melting”. MAYDAY to ATC. Turned downwind for a visual return at 1,500’ while F/O ran the checklists. Landed in just under 5 minutes. Fire extinguished by Cabin Crew so no EVAC. Source, forward oven fire due grease build up within. Avionics Smoke warning spurious, caused by galley air being drawn down into the avionics bay (as designed). Ovens no longer operated during critical stages of flight in any UK AOC as far as I know.