You do not belong on this forum. This place seems to be for the perfect, that do not make mistakes.

 

I too make mistakes every flight, little ones.
Its truly heartwarming to see how some minimize the mistakes made by TWO career pilots with likely 10’s of thousands of hours between them.
Not to mention 2 aircraft clocks, two wrist watches, two smart phones and two iPads.
All capable of showing the correct time.
Maybe a jump seater would have helped.
Or a check airman.
Or a CFI.
Bless your hearts.

 

Maybe we could start by removing the 99.9 pct of Notams that are utterly irrelevant to airline operations, like the endless stream of warnings regarding 50 foot cranes located 6 miles from the airport. If you're at 50' AGL 6 miles from the airport, you've got bigger problems. I'm not defending this crew; I wasn't there and I have no idea what really happened, but will it take another Comair 5191 to jolt the FAA into producing a notam system that actually focuses on the most prominent threats?

 

Agreed. Perhaps separate them based on operational impact. Runway closure would be top of the list with cranes the next town over being down the list.

 

Seconded. Unless the crane affects the MSA/MDA/DA/DH/PA/M#A I don't care.

 

Dammit!

Thats too bad. Been hearing alot about these kind of things lately.

God Bless and take care everyone there, you are still admired and respected.

 

Tower was "scheduled" to open at 0545. When they actually open they announce it on tower frequency. Usually they are very punctual about this from my experience, but not always. So I guess it's possible that you could takeoff after the runway closure NOTAM expired but before tower was officially open. Still doesn't explain the crew's lack of CTAF radio procedures or misreading a clock.

 

Having an airport with a closed tower that early in the morning is just another threat to the crew. Having such a lackluster NOTAMs system in today's digital world is a tragedy.

You almost have to have a masters degree in decoding to figure out some of the information you're trying to dig for! Plus, airports with closed or no towers, are by enlarge an anomaly in our system.

I also think that these rediculous early reports can be a recipe for mistakes. We don't know what kind of day the crew had the day before. We don't know if the crew was in their preferred and correct circadian rhythm. I know I don't function the same at 0:200 as I do at 18:00.

I'm not trying to excuse their mistakes. But in this business there are those that have and those that will. I'm not above making some of the same mistakes without the guardrails we have in place. Those guardrails in my opinion are; proper rest, adequate resources, briefings, checklists, and experience. If any of those are not in line, things can go sideways..

 

That's not what he said.

Boston controller: “That runway was closed.”

Southwest pilot: “I thought it opened at :45. There was no markings or anywhere.”

Controller: “It did open at :45, but you departed at :42.”

Pilot: “That’s not what we’re showing, but ok.”



The clocks in the airplane get their time from the GPS. FR24 shows them airborne at 0543L. What clock were they looking at the was off by that much in this day and age? Not their ipad...

 

Are y'all just getting walls of NOTAMs? Ours are separated by airport (runways, taxiways), approaches, departures, arrivals, and obstacles. Sure, you still have the FAA phraseology to deal with but at least the more important stuff is broken out and you can quickly review what you need to see.

But thankfully we had time to change the acronym to "missions" - that was definitely the glaring issue with the NOTAM system.