Glenn Quagmire
Veteran
- Apr 30, 2012
- 4,809
- 4,343
Dupe
Follow along with the video below to see how to install our site as a web app on your home screen.
Note: This feature may not be available in some browsers.
Apparently not.WorldTraveler said:WN's LGA accident was caused by pilot error but DL's does not appear to be...the pilots union and DL according to the preliminary NTSB information didn't need to make any calls. They did their job right.
With the EPR readings from the FDR, It clearly was not.WorldTraveler said:the pilots' aspect of the landing was per DL safety and training...
That may be now.WorldTraveler said:plz be sure and let me know if the case turns towards a focus on the pilots.
LD3 said:Until the final report comes in, it does no good to place blame on anyone...
As for the NTSB wanting to look over the airports snow plan and methodology, the FAA is the agency that signs off on the snow plan, we do a presentation to local ATC, we give them our preferred equipment routing and plan of action. Whether we go to a liquid operation followed by a solid operation or solid then liquid, it all depends on what's on the ground and what is forecasted. We do a braking action after we are done working a runway, those numbers are relayed to the big tower and then the runway is inspected and released.. Once we get a nil breaking report from a flight crew the runway is closed until numbers are brought back up...
That takes me back...Glenn Quagmire said:having done powerbacks in the Super 80...
a lot of people here might be surprised to find I agree with you.LD3 is correct that it doesn't do any good to place blame until after the investigation, but if the NTSB is releasing the EPR setting information, then that part of the investigation is complete.
And no, it doesn't appear that "the pilots' aspect of the landing was per DL safety and training" unless DL's safety and training ignores the manufacturer's recommendations on max EPR for both a clean as well as a contaminated runway.
All pilots are fallible. Even DL pilots.
For winter ops, I believe Ops uses a Bowmonk, for rubber removal Field Maintenance uses a skiddometer for rubber removal friction testing.Kev3188 said:OT: What type of equipment do you guys have at your airfield for the braking reports?
That takes me back...
Well said.. You can do everything right and still have a bad outcome in those conditions. Sh t happens.Glenn Quagmire said:That was my point E. Any number of factors could have led to the high EPR on the engines.
Of course we had one, only one, here who decided to make a stupid statement that everything Delta had done was "textbook".
having done powerbacks in the Super 80, I know it is a learned skill to keep the EPR low while lifting the thrust levers. Of course I did not do it every day like the professional Delta MD80 pilots do.
I do know rigging them is a challenge that takes experience. Knob split can add to the challenge of keeping both engines at equal thrust. Doing it while landing in a snowstorm on a contaminated runway is where those guys earn their pay.
and just in case anyone didn't know the airplane has been broken up.Kev3188 said:The flight crew (pilots & FAs both) along with employees from the ramp/gate/maintenance that assisted with this incident were presented with awards yesterday for their efforts.
wish i could find the picture but i can't remember where I saw it.Kev3188 said:I knew it was off the AOS list, but didn't know it was gone. Thanks for that...