Icing and De-Icing
Join Date: Jan 2004
Location: SWEDEN
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With all respect to all commanders out there (well, almost anyhow)
Were in PRG the other day. Airport closed for almosed 3h. Chaos.
Cza, speedbird, macedonian, bmi baby, easyjet and some more were taking off rwy 31 with ba 11,11,11. interesting(?!)
China Airlines Cargo landed with a 747 on rwy 24 with ba 24,04,06(!).
AItalia started rwy 24 with theese values before airport closed
I wounder what calculations regarding the different aircraft types are valid?
What are your oppinions you proffessional pilots if any?
Were in PRG the other day. Airport closed for almosed 3h. Chaos.
Cza, speedbird, macedonian, bmi baby, easyjet and some more were taking off rwy 31 with ba 11,11,11. interesting(?!)
China Airlines Cargo landed with a 747 on rwy 24 with ba 24,04,06(!).
AItalia started rwy 24 with theese values before airport closed
I wounder what calculations regarding the different aircraft types are valid?
What are your oppinions you proffessional pilots if any?
Can't imagine landing with those reports, or if at the gate, deciding to override a crewmember who sees snow or ice on critical surfaces! Is ego the problem, or corporate safety philosophy? Maybe some carriers see fuel as a problem if they delay their landing... This happened at JFK years ago-tragic (they never stated "min" or "emergency fuel"). If language comprehension is a problem on many foreign airlines, then what if the person who best understands is not the Captain?
Can he or she, the FO or FE, on their own, request a braking action report and if the initiative is taken to get or have it repeated, and if it does not sound good, will the Captain listen to the other crewmember(s)' advice to avoid landing until the braking and crosswind situation is clarified, maybe decide on a different runway or airport ?
When I did short trips to LAX, SFO and SEA years ago, and JFK not long ago, I felt that language was a serious problem. ATC is so saturated here in the US that they often have little or no time for a readback, which is a 'hearback': did the crew understand the clearance or the braking report, and whether it came from a crew on a jet?
Can he or she, the FO or FE, on their own, request a braking action report and if the initiative is taken to get or have it repeated, and if it does not sound good, will the Captain listen to the other crewmember(s)' advice to avoid landing until the braking and crosswind situation is clarified, maybe decide on a different runway or airport ?
When I did short trips to LAX, SFO and SEA years ago, and JFK not long ago, I felt that language was a serious problem. ATC is so saturated here in the US that they often have little or no time for a readback, which is a 'hearback': did the crew understand the clearance or the braking report, and whether it came from a crew on a jet?
With MY reputation?
Join Date: Dec 2003
Location: Not fussed, as long as it's "Child Friendly"
Age: 52
Posts: 195
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It's simple really folks,
If you have ice on your wings and you decide to not bother about it in the hope that all will be OK,
YOU MAY WELL BECOME JUST ANOTHER ACCIDENT STATISTIC...
When commercial pressures come before basic safety of flight, it's time to start looking for a less responsible job...No excuses...
PHX
If you have ice on your wings and you decide to not bother about it in the hope that all will be OK,
YOU MAY WELL BECOME JUST ANOTHER ACCIDENT STATISTIC...
When commercial pressures come before basic safety of flight, it's time to start looking for a less responsible job...No excuses...
PHX
