Don Hudson

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Everything posted by Don Hudson

  1. If the shraphnel from the tread or the tire carcas, (it looks 'blown' in the above image), was thrown forward during the takeoff roll, it could be ingested by the engine something like the tire disintegration on Concorde at CDG where shrapnel was ingested by both #1 & #2 engines. The #1 engine appears to have damage and lost power but was operating for the approach/landing.
  2. Perhaps, Rich. Maybe the truth might lie this side of sensationalism as I'm not sure what's being sold - what the 'product' in terms of who directly benefits financially. "World conspiracy theories", though all the rage at the moment because they are without question designed & intended to create F.U.D., fear, uncertainty, doubt, but don't explain the phenomenon. The "abundance of caution" may be coming from the avoidance of blame . . .a genuine concern for previous patterns and responses as well as authorities in all countries managing the spread responsibly. The prospect of being trapped
  3. And better still than when we faced SARS in 2003. From, December 12 2003, a CDC website discussing case definitions and numbers of infected, (("MMWR" - Morbidity and Mortality Weekly Report).
  4. I'll bet, Rich! Nobody wants another SARS...
  5. Created here because it is as much an aviation-related story as any, given the effect of SARS on our industry. From Melbourne, Australia: Australian lab first outside of China to re-create coronavirus, helping vaccine push Exclusive by national medical reporter Sophie Scott and the Specialist Reporting Team's Penny Timms and Loretta Florance Updated about 2 hours ago Space to play or pause, M to mute, left and right arrows to seek, up and down arrows for volume. Video: The ABC's cameras were there the moment when Australian scientists discovered they ha
  6. Hi ILB - yes, that's the link, thanks. Copied the incorrect one. Don
  7. I am placing this note here as well as the thread on the Turkish B738 crash at Amsterdam for those interested. TOC is listed below. Sidney Dekker, Human Factors Specialist, who has spoken at Canadian flight safety conferences before, did a human factors examination on the Turkish B738 Amsterdam accident and the Dutch Safety Board has decided to publish this report. It can be found at Don SUMMARY CONSIDERATIONS FOR A HUMAN FACTORS ANALYSIS A word on hindsight The scope of this human factors analysis A word on time A S
  8. Sidney Dekker, Human Factors Specialist, who has spoken at Canadian flight safety conferences before, did a human factors examination on the Turkish B738 Amsterdam accident and the Dutch Safety Board has decided to publish this report. It can be found at Don SUMMARY CONSIDERATIONS FOR A HUMAN FACTORS ANALYSIS A word on hindsight The scope of this human factors analysis A word on time A SEQUENCE OF EVENTS TK1951: AN AUTOMATION SURPRISE TK1951 and research on automation surprises AUTOMATION TRAINING AND BUGGY MENTAL MODELS
  9. Well, that's what I thought would happen, (yippee...), so it was a surprise and a bit disappointing. I think it was the thrust lever system; there was a lot of concern and discomfort disconnecting the autothrust and flying it, (A320, A330, A340) like a C172. It was all just a matter of knowing how it worked. There was also a lot of unspoken discouragement at hand-flying. The FCOM had a statement in it that the design of the autoflight system contemplated that it would be engaged immediately after takeoff and disengaged on the landing roll-out at destination, or something like that. It was chal
  10. Good rule. I used to offer that to F/Os on their leg, sometimes with a nudge but no one took up the offer. Engaged the a/p at 400', click-click at 400' on the other end. Thank you for clarifying "off"...
  11. Hi Kip; Well, two to five hours a year of manual handling is probably all you and I did when we weren't "dots"! , eh? I handflew every airplane I was on up to 10, sometimes to cruise altitude, and often disconnected at top-of-descent and handflew the approach/landing. Later on I found that it got everybody's attention when the old guy in the left seat disconnected everything - they had to listen, set the altitude alert, the headings and speeds as well as program the FMS...(but not out of LHR and not into HKG). Bits'n matter what, it's about training, training, training, a
  12. Your "2c" very much appreciated, XXX because it provides some insight into the thinking that may contribute to longer airborne distances, particularly if one knows in the back of the mind that one has 10,000ft in front of one. In general, the accuracy with which Vref+5 plus corrections is flown is much better on the Airbus than the B737, so I think your comments make good sense. Re " the last 50 feet...", couldn't agree more. In fact, (as all are probably aware by now), actual "hands-on, manual flight" for a year's flying might amount to a couple of hours depending upon type.
  13. Re FICON & transmitted contaminated landing distance data, that's very cool.
  14. DSB Final Report FROM: THE BOEING COMPANY TO: MOM [MESSAGE NUMBER:MOM-MOM-09-0063-01B] 04-Mar-2009 05:29:01 AM US PACIFIC TIME Multi Operator Message This message is sent to all 737-100,-200,-300,-400,-500,-600,-700,-800,-900,-BBJ customers and to respective Boeing Field Service bases, Regional Directors, the Air Transport Association, International Air Transport Association, and Airline Resident Representatives. SERVICE REQUEST ID: 1-1228079803 ACCOUNT: Boeing Correspondence (MOM) DUE DATE: 10-Mar-2009 PRODUCT TYPE: Airplane PRODUCT LINE: 737 PRODUCT: 73
  15. How Boeing’s Responsibility in a Deadly Crash ‘Got Buried’ Duplication - please view this topic here:
  16. Thanks for the response, Turbofan. Good to know that this aspect of the -800 is being emphasized; it deserves to be. One question, -does AC require that the landing distance be calculated and recorded for all landings? On brake / wheel size, understand the point being made regarding reduced margins compared with other types; - reduced brake energy absorption capability, smaller wheel footprint. The question and the point being made is, given all things equal, the correctly-calculated performance data provides sufficient (but reduced?) margin for the landing when compared to other B73
  17. We haven't seen anything further from the TSB on the YHZ14 overrun so we don't know what the circumstances were other than what the METARS provides, (I'm not a fan of using ADS-B/Flightradar24 data because the sample rates, data sources, data validity, etc., are not defined so don't have standards which would permit use in a serious investigation). By recollection only, the overrun accidents which have final reports associated, appear to indicate that the touchdown point is beyond the normal TDZ of between 500ft & 3000ft/first-third-of-runway, (see FAA doc below).* For example, the 2
  18. Good. We'll find out if the recorders continued to work after the loss of transponder signal.
  19. Link to the Report: Administration’sAircraft Certification Process, January 16, 2020
  20. Panel Clears 737 MAX’s Safety-Approval Process at FAA Boeing’s 737 MAX was certified as a derivative rather than an all-new plane Boeing 737 MAX Photo: Ted S. Warren/Associated Press By Andy Pasztor and Doug Cameron Jan. 16, 2020 10:21 am ET The Federal Aviation Administration’s certification of the Boeing Co. 737 MAX was effective and the plane wouldn’t have been safer if it had been scrutinized as an all-new aircraft, according to an independent panel set up last year to evaluate the troubled jet. The special committee created by the U.S. Department of Transportation to r
  21. Hi Kip; Yes, the point is moot, sadly. Last Tuesday, before there was solid evidence of missiles and people were speculating, I was hoping against hope that it was a turbine section that had gone thru the wing and compromised the fuel tank much like was seen in QF32, which was leaving a large trail of fuel as it returned to land. Knowing the nationalities of the passengers, I just couldn't see what was in it for the Iranian government.
  22. Bloomberg News business Boeing Mocked Lion Air Calls for More 737 Max Training Before Crash By Ryan Beene and Harry Suhartono 13 January 2020, 18:55 GMT-8 Updated on 14 January 2020, 08:36 GMT-8 • House panel confirms Indonesia carrier asked about simulators • Unclear if added training would have averted 737 Max crashes Boeing Persuaded Lion to Drop Simulator Training for 737 Max Indonesia’s Lion Air considered putting its pilots through simulator training before flying the Boeing Co. 737 Max but abandoned the idea after the planemaker convinced them in 2017 it was
  23. Hi Specs, yeah - the article struck me as someone trying to put an academic blush on the writing and got a well-known notion wrong. Also, the author says: Even retired twelve years, I think I can say this statement is out of date. IIRC, we stopped going to STBY decades ago as the "7700" issue was dealt with. Also, I think many a/c, (don't know about the B737-800 specifically), use the air-ground state to activate/de-activate the transponder. Also, we just don't "change squwaks at FIR boundarys or waypoints without specific ATC requests. The article struck me as a bit presumptuous
  24. Ultimately, "on-purpose / by accident" must be settled on evidence both physical and circumstantial. The Forbes OpEd argues that the shoot-down was accidental. We'll see how the TSB investigation says when it comes out.
  25. The notion of an accidental shoot-down may be gaining credibility not only because of heightened tensions but because the flight path of the aircraft was in a right turn towards the airport, (could be mistaken for towards Tehran), likely descending and on fire. Missile crews would not have access to ATC transmissions, (none here anyway - just silence) and so may have appeared as "hostile incoming". Also, after the loss of ADS-B signal when the a/c was still heading north and just starting the right turn about 10nm from the airport, unless the wiring has changed recently for the B737, the