Storm hits Netherlands and Schiphol arrivals and departures
Thread Starter
Join Date: Dec 2014
Location: Schiphol
Posts: 475
Likes: 0
Received 0 Likes
on
0 Posts
Storm hits Netherlands and Schiphol arrivals and departures
'Code red' storm halts Dutch trains and flights - BBC News
First lots of (multiple) go arounds, then closure. Examples are KL1992 earlier and AC824 diverting to London.
On the ground roofs ripped off, multiple trucks toppled on the highways, and people lifted from their feet.
Calming down now 1430local. Will take time to sort that all out.
First lots of (multiple) go arounds, then closure. Examples are KL1992 earlier and AC824 diverting to London.
On the ground roofs ripped off, multiple trucks toppled on the highways, and people lifted from their feet.
Calming down now 1430local. Will take time to sort that all out.
Last edited by A0283; 18th Jan 2018 at 12:30.
Join Date: Jun 2000
Location: last time I looked I was still here.
Posts: 4,507
Likes: 0
Received 0 Likes
on
0 Posts
flying cow.jpg
A friend sent this from NL. I know AMS have had bird strike problems, but even Sully would have been tested with this.
A friend sent this from NL. I know AMS have had bird strike problems, but even Sully would have been tested with this.
Join Date: Sep 2007
Location: New York
Posts: 225
Likes: 0
Received 0 Likes
on
0 Posts
don't look up
Attachment 3990
A friend sent this from NL. I know AMS have had bird strike problems, but even Sully would have been tested with this.
A friend sent this from NL. I know AMS have had bird strike problems, but even Sully would have been tested with this.
I seem to remember dealing with the same weather system last night a few islands west of AMS. Challenging but not exceptional. Great to be flying on the handful of days when passengers don't think you are paid too much and actually thank you when they are getting off.
Join Date: Jun 2000
Location: last time I looked I was still here.
Posts: 4,507
Likes: 0
Received 0 Likes
on
0 Posts
Just that this is/was DUS.. more from there on that day:
Judging by the number of KLM's and the windmills this looks like AMS rather than DUS. Is that correct. Is it on the southerlies? If so, I would have expected the turbo-props to have used RW22. A good selection of upwind MLG first. Also, the relief that was felt by the guys flying the big beasts. X-wind? What x-wind.
Judging by the number of KLM's and the windmills this looks like AMS rather than DUS. Is that correct. Is it on the southerlies? If so, I would have expected the turbo-props to have used RW22. A good selection of upwind MLG first. Also, the relief that was felt by the guys flying the big beasts. X-wind? What x-wind.
Last edited by RAT 5; 20th Jan 2018 at 19:16.
Join Date: Apr 2002
Location: FUBAR
Posts: 3,348
Likes: 0
Received 0 Likes
on
0 Posts
This covered pretty much the whole shebang (given the length of the video )
To be honest, i have landed in conditions that have felt much worse ( LHR RW23 back in the days when it was available for example ) AMS being fairly flat does not suffer from much in the way of "mechanical turbulence " at least. Speed was +/- 20kts in most of the last 1500', but containable by manual handling , forget the automatics. Whether you landed or went around depended on whether you understood the difference between a Windshear caution & a Windshear Alert , along with the handling/limitations of the particular type you fly. ( Oh, and maybe a little bit of that good old fashioned handling stuff too )
To be honest, i have landed in conditions that have felt much worse ( LHR RW23 back in the days when it was available for example ) AMS being fairly flat does not suffer from much in the way of "mechanical turbulence " at least. Speed was +/- 20kts in most of the last 1500', but containable by manual handling , forget the automatics. Whether you landed or went around depended on whether you understood the difference between a Windshear caution & a Windshear Alert , along with the handling/limitations of the particular type you fly. ( Oh, and maybe a little bit of that good old fashioned handling stuff too )
Join Date: Jul 2003
Location: UK
Posts: 145
Likes: 0
Received 0 Likes
on
0 Posts
Join Date: Jun 1999
Location: world
Posts: 3,424
Likes: 0
Received 0 Likes
on
0 Posts
At four miles final, the CVR recorded the captain saying, “Hold my beer and watch this!”
Join Date: Jun 2000
Location: last time I looked I was still here.
Posts: 4,507
Likes: 0
Received 0 Likes
on
0 Posts
I know some types have x-wind limitations for side-slip approach/landings. It was interesting to see that everyone used the crab until touchdown technique. I don't know what the x-wind was (perhaps there are metars available), but on the strongest days that I'd experienced on B757/767 I liked the crab until 500'-ish and then adopted a side slip from 300' to touchdown. B737 was more limited. I wonder what techniques are taught these days; all of them or just one?
Last edited by RAT 5; 21st Jan 2018 at 08:09.
Join Date: Jul 2003
Location: UK
Posts: 145
Likes: 0
Received 0 Likes
on
0 Posts
In my training I was taught both techniques, with the pros and cons of each method explained. No particular emphasis on which method you should use.
Personally, I was always more comfortable with the crab method. I'm not sure what the various SOP's say these days, but wonder if crab is prevalent due to fear of engine nacelle strike on some types.
Personally, I was always more comfortable with the crab method. I'm not sure what the various SOP's say these days, but wonder if crab is prevalent due to fear of engine nacelle strike on some types.
