NTSB faults SWA, pilots
10-04-2007 | 08:17 AM
#51
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From: 737 F/O
Lots of blame going on. 
No one mentions the role of the airport authority.
Maybe if Joe Petroni and his boys were on the job we wouldn't have had this situation to begin with.
How about some regulation requiring airports to provide a surface that is useable.
Increase staffing and equipment so that runways are cleared more frequently during storms.
No one mentions the role of the airport authority.
Maybe if Joe Petroni and his boys were on the job we wouldn't have had this situation to begin with.
How about some regulation requiring airports to provide a surface that is useable.
Increase staffing and equipment so that runways are cleared more frequently during storms.
10-04-2007 | 08:28 AM
#52
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Joined: Jul 2006
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It wasn't a transfer of control. The Captain was unable to deploy the thrust reversers for unknown reasons. The F/O then tried and was successful. I'm trying to find out if the reason for the Captain's inability to deploy the T/Rs has been determined.
10-04-2007 | 08:28 AM
#53
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From: Lazy-boy Captain
I remember second grade
Gentlemen,
I think its past time to quit beating up the SWA pilots.
Coulda, shoulda, woulda is what you say leaving Las Vegas.
Lets all remember what the second grade teacher said.
" If you don't have anything NICE to say then don't say anything."
I think its past time to quit beating up the SWA pilots.
Coulda, shoulda, woulda is what you say leaving Las Vegas.
Lets all remember what the second grade teacher said.
" If you don't have anything NICE to say then don't say anything."
10-04-2007 | 08:44 AM
#54
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From: 757 Capt
From reading the Board Presentations, I surmise that the Capt did not deploy the TRs due to a change in habit patterns resulting from the change between Autobrakes and Manual Brakes procedures. SWA training was cited for minimal training (sounds like none to me) on using the Autobrakes. Presentations indicated that SWA crews reported a delay activating the TRs for the first few times they used Autobrakes.
There were no mechanical problems found with the plane, and if you watch the presentation, the TRs deployed with about 1200 feet left and started working w/ about 900 feet left
One of the recommendations is a requirement for the PNF to confirm depoloyment of the TRs after landing. Sure hope that doesn't happen.
There were no mechanical problems found with the plane, and if you watch the presentation, the TRs deployed with about 1200 feet left and started working w/ about 900 feet left
One of the recommendations is a requirement for the PNF to confirm depoloyment of the TRs after landing. Sure hope that doesn't happen.
10-04-2007 | 09:01 AM
#55
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From: 320 Captain
As I have never flown the -700 and only typed in the the other, I don't know why they would not have been able to. If it's like the Boeing I currently fly then they will not deploy unless the throttle is in the idle position prior to deployment. So if they're not "sitting" against the stops we can jerk on them all day and they're not coming out. Well, they're not supposed to anyway.
10-04-2007 | 09:34 AM
#56
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From: B737, Capt.
Most of us thought the same thing. On the day of the mishap, I was of the belief that all turbojet/turbofan airliners were certified with stopping data that did not include the use of t/r's and that they were added 'gravy'. I have since heard that that data in our onboard performance computers (OPC) for our -300s does not account for the use of reverse thrust (SWA software product). I heard that the -700s did use the effects of reverse thrust and that this is a Boeing software product. I do not know to this date if the -700 certified stopping distances use t/r effect or if they just added it to the OPC software to increase the performance perception. Perhaps a Boeing engineer or someone with an actual Boeing 737NG flight manual could enlighten us.
10-04-2007 | 09:42 AM
#57
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From: 737 F/O
10-04-2007 | 10:14 AM
#58
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From: B737/Capt
From reading the Board Presentations, I surmise that the Capt did not deploy the TRs due to a change in habit patterns resulting from the change between Autobrakes and Manual Brakes procedures. SWA training was cited for minimal training (sounds like none to me) on using the Autobrakes. Presentations indicated that SWA crews reported a delay activating the TRs for the first few times they used Autobrakes.
There were no mechanical problems found with the plane, and if you watch the presentation, the TRs deployed with about 1200 feet left and started working w/ about 900 feet left
One of the recommendations is a requirement for the PNF to confirm depoloyment of the TRs after landing. Sure hope that doesn't happen.
There were no mechanical problems found with the plane, and if you watch the presentation, the TRs deployed with about 1200 feet left and started working w/ about 900 feet left
One of the recommendations is a requirement for the PNF to confirm depoloyment of the TRs after landing. Sure hope that doesn't happen.
Good post!
I would even say that the first time I used the A/B I hesitated a significant number of seconds before deploying the TR's. My habit pattern was strictly set for manual braking and I am sure glad it wasn't at MDW in poor conditions.
Last edited by OscartheGrouch; 10-04-2007 at 01:28 PM.
10-04-2007 | 10:24 AM
#59
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From: B737/Capt
I never said UAL furloughed during the first Gulf war. If you would calm down and reread my posts on this thread, I said I didn't fit their (UAL's) hiring profile in 1988. Of course after my unforgivable mistake (1995 vs 1985) in reference to the Strike I meant I didn't want to work in an unhealthy environment with regards to the strike breakers on property.
Once again if my wife can't help you she probably could give you a psychologist's name and number in your area.
10-04-2007 | 10:32 AM
#60
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From: B777 Capt
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