FWIW, I believe the "..and what were the reason for the two go-arounds?" at around the 9:17 mark in the Blancolirio video was not WN147 but another crew inquiring for their approach planning. It makes no sense that WN147 would ask about TWO go-arounds only after the second go-around, and a...
Jump to postIf I read the preliminary report's "tea leaves"correctly, it seems to imply a distinct cut-off of fuel rather than a slow starvation due to the timing of BOTH engines shutting down virtually simultaneously, combined with no fuel coming out of the #2 fuel feed line when cut to examine. Whil...
Jump to postCertainly could be my eyesight, but the video does not appear to be of a 4-engine jet. I can generallly make out an engine on each side and the rest of the geometry seems to be rather twin-jet-like. Is this some AI stuff? Or another (older) incident video?
Jump to postFWIW, @Aaron747, the article seems to focus more on the fraud of the claims and less on the inability of the pilots to do their jobs, although making it the headline generates the interest of the public by inferring that we have a lot of "disabled" pilots flying our airliners out there whi...
Jump to postBased on a "between the lines" review of available information, a picture that is unfortunately too familiar emerges; clear above, watching the fog approaching your runway as you descend, losing the runway in the last few seconds and even possibly seeing the runway lights as you begin the ...
Jump to postRiverside County Sheriff-Coroner Chad Bianco identified the six victims as Lindsey Gleiche, 31, of Huntington Beach; Riese Lenders, 25, of Rancho Palos Verdes; Alma Razick, 51, of Temecula; Ibrahem Razick, 46, of Temecula; Abigail Tellez-Vargas, 33, of Murrieta; and Manuel Vargas-Regalado, 32, of T...
Jump to postThe AWOS-3 over the incident time: KF70 081215Z AUTO 00000KT 1/2SM FG OVC003 12/12 A2987 RMK AO2 KF70 081155Z AUTO 00000KT 1/2SM FG OVC003 12/12 A2986 RMK AO2 KF70 081135Z AUTO 00000KT 1/2SM FG OVC003 12/12 A2986 RMK AO2 KF70 081115Z AUTO 00000KT 1/2SM FG OVC003 12/12 A2986 RMK AO2 KF70 081055Z AUTO...
Jump to postThe PIC occupying the right seat as check airman is/can be a very dangerous situation because CRM is turned on its head, as appears to have happened in this situation. I speak from experience - while flying with a "true" FO I would be on high alert to crosscheck their actions, but because ...
Jump to postWe also suggest the pilot call the tower so we can get their information to forward to our own QA/QC department and thus onto the FDSO. I would never, as a controller, expect that the pilot who made a mistake would somehow not fly their next scheduled leg. It’s a very very uncommon occurrence, but ...
Jump to postUAL863 was one of the case studies in training for 747 crews because of nature of always failing the "most critical" engine in training as required by the FAA. Typically, the loss of an outboard engine after V1 required the appropriate rudder pedal to be pegged to the floor to maintain dir...
Jump to postThanks for the response, tax1k. While a violation of their clearance is a violation of the law, it doesn't become criminal behavior unless it was intentional, and/or with reckless disregard for safety... AND/OR the circumstances of the violation were intentionally obscured or deliberate actions take...
Jump to postI've been here a looooong time and I think this is an a.net first for me. Someone who is 777-rated and highly respected is saying someone else who is 777-rated and highly respected 'has no clue'. Wow. No need to find your fainting couch... (I say that in good humor because I know you are a knowledg...
Jump to postYes, that's what is implied by the AvHerald recounting of the report; PF called for Flaps 30 but instead got Condition Levers to FX. How is this possible? Maybe someone with ATR-72 experience can shed some light? [Edit ADD: Looks like the Condition levers are next to the Flap lever and if Flap 30 is...
Jump to postThank you, IADCA and tax1k for some legal insight on the matter. I agree that in the case of "THE mistakes that led up to a near-disaster" they are not subject to the the Fifth, but wouldn't conspiring (i.e. intentionally) to withhold, obscure or destroy evidence of their mistakes become c...
Jump to postWindshear is certainly a possibility, but I find the rapid build-up of groundspeed (to nearly 300 knots) to be suspect. Methinks disorientation entering the cloud base combined with a little turbulence? Maybe an erroneous entry before the A/P was engaged after entering the soup? The fact they contin...
Jump to postMy guess, based on the timing? The mistake(s) that led to the unauthorized crossing (now in hindsight) were not that "egregious" but enough that the crew believed that without the CVR evidence available any official actions would be less enforceable, for whatever reason. I believe that dur...
Jump to postThe NASA ASRS is not a "Get Out of Jail Free" card unless it is the sole source of information (which would be to say nobody would have really known about the incident if the crew did not report it which is not true here). As most "here" know, any report from the crew of the AA 7...
Jump to postThe exact timing of DL1943's T/O roll relative to AA106's crossing, IMHO, is 'tempest in a teapot' material; if regarding RWSL "triggers" not being timely, well, that IS the backup system to what should be a number of other checks, namely, a legal clearance (combined with proper situationa...
Jump to postSeems you've been around awhile too, Sir - and similarly I've enjoyed your cogent and timely remarks on many topics.
Thank you [ and keep up the good work, wjcandee]
As I have seen in others' posts, no one wants to prosecute what is clearly an unintentional human error. What DOES need to be addressed are the factors that lead up to the error (to establish new/different procedures to prevent the error in the future) and, if evidence suggests, a penalty if the cre...
Jump to postThis is starting to reek of spin masters in high gear... The Tower Controller clearly stated in response to the Captain's inference they had been given a clearance to cross the runway (paraphrasing): "You were cleared to 4L and given a clearance to cross 31L. You are currently holding short of ...
Jump to postMy 2 cents/Food For Thought: ⋅ There, but for the grace of god go I. ⋅ While JFK ops are intense, and my empathy goes to the AA crew, they are clearly in error. ⋅ There had to have been multiple points of failure on the AA crew to have had this happen, which would be cl...
Jump to postBrings back memories of the Canarsie Visual 13R with a stiff right crosswind at JFK... IIRC it was officially ~700 ft where one established final, but because there was (in essence) a tailwind while making a right turn onto final, not only was your groundspeed higher, but you had to turn to a fairly...
Jump to postThis website was largely created by a USN Commander (Donaldson) and a team of experienced accident investigators and covers a lot of that information, pay a visit if you'd like to get a notion of why so many experienced pilots are frustrated that an [up to that time, AFAIK] non-political NTSB was l...
Jump to postI never knew what to make of the missile theory. I know in my heart and mind that it was not a missile, but was never able to resolve why so many others claim they saw a missile. In my case I lived at the time about 15 to 18 miles from where it exploded and as a flight medic was a first responder t...
Jump to postWhile following the evidence (as scant and piecemeal as it may be) will be the key to fully understanding this tragedy, I am surprised there is no discussion of the Boeing uninterruptable autopilot, patented back in ~2007ish, supposedly quickly incorporated into widebody models but then further buil...
Jump to postI won't belabor the discussion after this post that this particular investigation is, in many ways, a work of fiction wrought by spy agencies and given the facade of authenticity by being issued by the NTSB, but I'd like to use the reference addressed in the report (pg. 95) to indicate the nature of...
Jump to postThe origin of the trajectory data used in the CIA video is described separately in the report. It was provided to NTSB by Boeing, when asked to model the behavior of the aircraft after separation of the nose section. The loss of 80,000 lbs mass shifted the center of gravity far rearwards, while the...
Jump to postI'm pleasantly surprised (if not somewhat tempered by the likelihood that our judicial system may demonstrate itself, again, to be captive to the MIC) that an actual lawsuit is going forward on the matter. Like many things in the political news of recent, truth tends to emerge when people are actual...
Jump to postOkay, can't help myself... this is my "Get Off My Lawn" moment... We have dedicated signage, auditory noise/announcements, flight attendants to "remind" folks to keep their seatbelts fastened regardless of flight conditions. I'm gonna guess the common thread here is lack of seatb...
Jump to postPreface: No apologies or eggshell-walking necessary for disagreeing or even giving examples, and likewise I'm not trying to get up in anyone's grill... Analysis revealed higher bending stresses across the chord than originally assessed . This proposed AD was prompted by an evaluation by the design a...
Jump to postThis is a fundamental misunderstanding of materials, and how they behave under cyclic stress that induces equivalent strain. Under those repetitive conditions, all aircraft will be fatigued and experience cracks. The only question is when. If I may interject; from an engineering point of view, desi...
Jump to postRe: Single engine loss As a matter of fact, the loss of an engine was NOT an automatic emergency in the B747, at least initially. This may be just semantics, as Ops manuals now seem to require ANY turbine engine stoppage to be an emergency, but in truth, an engine shutdown without other mitigating ...
Jump to postThanks for the photo, Spetsnaz55 - I needed that. Long live the Queen.
Jump to postIt appears as if something is "glowing" on the right main gear (brake discs?) while the left side appears to be already retracted and closed up... did they drag a brake during takeoff?
Jump to postFWIW: I had a similar thing occur at Jackson Hole, WY (no, not the 747). Following a Learjet that reported shear after (from our viewpoint) having flown the entire length of the runway at very low altitude before pulling up into a "steep-ish" climb, the tower relayed a reported 15 knot los...
Jump to postIt is probably a stretch to believe a "Newspaper of Record", in this case the Wall St Journal, would publish such information without meaningful confirmation despite some of the odd inferences included in the report (Well of course pilots think about lowering flaps and landing gear when th...
Jump to postis it possible that a sudden downdraft caused the pitch down at the last moment? Those rapid nose up and down oscillations are very, very unlikely to be due solely (or even predominantly) to vertical external forces - they are more likely the result of "being behind" the flight situation ...
Jump to postAs a rather basic question - what happens next? How can such an incident, effect change at the airport in question? What are the easiest and most practical steps that can be taken? How does/could liabilities (and/or future events), be prevented in future? @SoCalPilot is not wrong, but giving the pi...
Jump to postKTWF (Twin Falls, ID) is a "hop-skip & jump" to the west, with full ILS, etc. I think Burley, ID is largely served through that airport, which has been served by various operators over the years. Additionally, while the vacation destination of Sun Valley is northwest of Burley, it has ...
Jump to postEastIdahoNews.com: “There’s a 60-foot chimney sticking out of the top of the food processing plant — no lights on it, dead center — straight across the runway. So whenever you come in, you have to fly over the top of this and drop down,” ... “That airport needs to be closed, period,” Jim Bob says. ...
Jump to postUpon further review of google maps, I do see a stack in that approximate location - correction to my statement above. What I still *don't* see is the fairly prominent support structure, and maybe a possible height extension of the original stack?
Jump to postFWIW: I don't think the aircraft impacted a silo - it appears to have impacted the clearly visible "exhaust stack" in the crash photos that does not appear in the google maps image I looked at but is rather prominent, tall and dented in the direction of potential impact. Given the appearan...
Jump to postIf you finished the book, you probably should read the NTSB report directly - it can be a bit technical, but they went to lengths to illustrate that the problem slat didn't get there on it's own. They were able to reasonably reproduce the FDR flight profile by creating the conditions that they ultim...
Jump to postAmen to that, @litz. Oddly enough, today, a notorious non-fatal incident which occurred in April, 1979 was brought to my attention; they lost ~34,000 ft in 63 seconds. Evidently there is a "Smithsonian Channel" episode dedicated to the topic but for the masses here is the wikipedia entry a...
Jump to postI'm interested. What scenario: - Has the altitude profile of huge-decent, slight climb, then steep crash - Keep the airframe crash to a single impact site - And keeps the pilots from radioing for help Among the 18 previous pages of this thread (on my browser, anyhow), I'm gonna guess there have bee...
Jump to postIn other words, if the first part of the dive was intentional, then the other guys try to take over control from the "perpetrator", but end up overstressing certain control surfaces, which in turn causes the rest of the dive? That seems pretty plausible but I'm sure someone else will inte...
Jump to postMr. Gryder put out a different video a couple of days after the crash, stating that from the outset he had great difficulty thinking of any scenario that would put a B738 in such a dive profile and bring it down in such a short space of time, besides pilot deliberate action. I'm also having difficu...
Jump to postPossible explanation: Because the flaps are deployed (both leading edge and trailing edge are obvious) the two inner contrails on each wing could be a result of high atmospheric humidity level with intense vortex generation at the outer edges of the trailing edge flaps - which is a common phenomenon...
Jump to postWouldn't aircraft then shed parts like crazy in heavy turbulences? You can easely reach accelerations in a downburst that exceed 10m/s^2, while the published figures regarding vertical speed indicate that the aircraft did not exceed 8m/s^s acceleration. The difference, if any, is a sustained force ...
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