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Tool of the day

Old 04-13-2015, 09:52 PM
  #6061  
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Originally Posted by shoelu View Post
When you made the statements you made concerning an unstable approach, no CVR data had been released. I chastised you for jumping to unverified conclusions with no evidence to support your claims other than a blurry and unsubstantiated video.

Stabilized approach criteria were actually met at the time the FOM requires them: 1000 feet above TDZE, aircraft on glide slope and speed, fully configured.

Why the Captain made the decision to take control of the aircraft and subsequently violate stabilized approach criteria is anyone's guess except yours, you obviosly have it all figured out long before the NTSB.
Wut? The CVR has been released. So has the FDR. They were not configured at 1000 feet... the flaps were moved to 40 below 1000 feet (IIRC around 800 feet).
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Old 04-13-2015, 10:00 PM
  #6062  
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Originally Posted by 80ktsClamp View Post
Wut? The CVR has been released. So has the FDR. They were not configured at 1000 feet... the flaps were moved to 40 below 1000 feet (IIRC around 800 feet).
When you made your all knowing statements about what happened in this incident, it was only days after the incident and nothing had been released yet!

Stabilized approach criteria were met at the time the SWA books require them-1000 feet above TDZE. Again, why the Captain made the choices to reconfigure below 1000 ft is anyone's guess but I will reserve that decision for the NTSB and not you.
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Old 04-13-2015, 10:05 PM
  #6063  
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Originally Posted by shoelu View Post
When you made your all knowing statements about what happened in this incident, it was only days after the incident and nothing had been released yet!

Stabilized approach criteria were met at the time the SWA books require them-1000 feet above TDZE. Again, why the Captain made the choices to reconfigure below 1000 ft is anyone's guess but I will reserve that decision for the NTSB and not you.
They changed configuration below 1000 feet. That is not ok in any book.

Everyone always lands at full flaps in LGA... cutting power to idle that early in a 737 will always result in it coming out of the sky. It's not an all knowing statement... it's experience. You run out of energy very quick at Flaps 40 in the 737 at idle, and that is what happened. It's not high math to understand that.
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Old 04-13-2015, 10:25 PM
  #6064  
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80,

Justdoinmyjob seems to say that Delta has the same procedure? I'm not sure why you think having a ramper walk around the aircraft before push is a bad idea? I've even had them catch something that the FO overlooked on his preflight. Tell your ramper friend that their efforts are appreciated and put yourself in for a TOTD nomination for derailing a good thread.
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Old 04-13-2015, 10:32 PM
  #6065  
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Originally Posted by bababouey View Post
Get back across that line Yankee, our weather is better, our women are hotter and our food tastes way better.


Sent from my iPhone using Tapatalk
Ask the folks in Tuskaloosa how they like their weather, and while your sister is hot, you remarking about her that way, is well.....
The only place I have seen the "How to recognize you are having a stroke" billboard signs are in the south.
But carry on.
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Old 04-13-2015, 10:41 PM
  #6066  
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Originally Posted by thefoxsays View Post
The United Express E175 FO who did his walk around talking on the cellphone.

Gate 43 SAN.

Tool
Skywest didn't lower the bar, they threw it away.
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Old 04-13-2015, 11:13 PM
  #6067  
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Originally Posted by Rolf View Post
80,

Justdoinmyjob seems to say that Delta has the same procedure? I'm not sure why you think having a ramper walk around the aircraft before push is a bad idea? I've even had them catch something that the FO overlooked on his preflight. Tell your ramper friend that their efforts are appreciated and put yourself in for a TOTD nomination for derailing a good thread.
WN foregoes any pilot from doing the walkaround during any turn except for first flight of the day for the crew. That is the rub.

All other carriers differ from WN on the procedure.

Last edited by 80ktsClamp; 04-13-2015 at 11:36 PM.
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Old 04-13-2015, 11:41 PM
  #6068  
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Originally Posted by 80ktsClamp View Post
WN foregoes any pilot from doing the walkaround during any turn except for first flight of the day for the crew. That is the rub.

All other carriers differ from WN on the procedure.
Not all......
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Old 04-14-2015, 04:19 AM
  #6069  
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Originally Posted by Rolf View Post
80,

Justdoinmyjob seems to say that Delta has the same procedure? I'm not sure why you think having a ramper walk around the aircraft before push is a bad idea? I've even had them catch something that the FO overlooked on his preflight. Tell your ramper friend that their efforts are appreciated and put yourself in for a TOTD nomination for derailing a good thread.
When rampers start doing a walk around/preflight on the airplane, I tyypically start doing a walk around/preflight on the baggage cart.
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Old 04-14-2015, 04:53 AM
  #6070  
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Originally Posted by Rolf View Post
80,

Justdoinmyjob seems to say that Delta has the same procedure? I'm not sure why you think having a ramper walk around the aircraft before push is a bad idea? I've even had them catch something that the FO overlooked on his preflight. Tell your ramper friend that their efforts are appreciated and put yourself in for a TOTD nomination for derailing a good thread.
Originally Posted by DeadHead View Post
When rampers start doing a walk around/preflight on the airplane, I tyypically start doing a walk around/preflight on the baggage cart.
The procedure at Delta has the rampers focus mainly around the service doors and cargo bins looking for any damage that might have been caused by ground equipment. Once on taxi in, to make sure there is none present, and once before pushing, to make sure they didn't cause any damage. Since there is usually GSE around the doors when a pilot does his walkaround, he may not see any damage.

The ALA is also supposed to give the plane an overall look, and bring anything that doesn't seem right to MX's attention. That way, if something needs to be fixed, MX may already be working on it before the pilots get to the plane, thus reducing delays caused by damage.

I found all this out one day by finding some FOD damage to the underside leading edge by the wing root. Seems something was kicked up and struck the plane below the 2L door, then traveled back and hit the wing fillet area, leaving a groove in the fiberglass and knocking paint off. Went unnoticed for close to two hours as the plane was unloaded and then prepped for a crossing. MX even missed it on the ETOPS check. We ended up taking a two hour delay waiting on the engineering repair order from Boeing. The AMTs were joking that that ramp supervisor was going to be ****ed because his department was gonna get the delay charged to them.
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