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......

"then maybe one should take a minute to self critic and reread how to land a 737...." - relevant to any particular post, or just cast to the wind?

Vilas, you got your private license yet?

Another PEGASUS mishap.

Pegasus EVAC DUS

Plenty of bags, trolleys...

https://simpleflying.com/pegasus-737...rf-evacuation/

Because the SFP was designed to do just that, using the features posted in this thread a couple of times now.

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.

Thanks for the comeback KRH, appreciated. - PJ2

I'm not a 737 pilot, but aren't the Flaps supposed to be down during an evacuation? To allow pax to use the overwing exits?

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.

it does, however this looks more like a controlled disembarkation using the Left Hand slides only.

Or not, as the case may be.

https://cimg5.ibsrv.net/gimg/pprune....2241b23de3.jpg

Well, quite. Don’t suppose putting the engine start levers to cut off would achieve much, either.

News on Turkish TV saying the captain has been arrested. It seems he is being charged for causing death by negligence.

Hurriyet Daily News has more info.

de facto
Well if you got yours why don't you answer to what I stated.

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:

Careful ,. Newspaper account trying to shift part of the blame to the foreign copilot. . Will would need to check carefully the recordings but first the captain was Turkish national , so he should have understood if anything was said in Turkish , second , ATC does not "allow" to land, just clear, meaning the approach path runway is clear . The decision to land is the PIC not ATC..as to braking "in time" or not , we'll see. .