Low flight over OKC
06-23-2024, 07:29 AM
#82
gets time off
Joined APC: Apr 2007
Posts: 1,233
I could buy that, but still they would have seen they were 8 miles from that fix right? I guess if they forgot to brief the airport elevation AND were looking at the stepdown fix instead of the final approach fix AND mistook a highway for the runway, confirmation bias could have messed with their SA.
Then again I've seen some people do some truly inexplicable things with the FMS.
Then again I've seen some people do some truly inexplicable things with the FMS.
06-23-2024, 07:29 AM
#83
Gets Weekends Off
Joined APC: Dec 2021
Posts: 513
All Southwest pilots are familiar with RNAV approaches. Some runways we operate from frequently only have RNAV approaches, or the RNAV approach is often used for traffic reasons. They require no more "work" than an ILS. If you can't fly an RNAV appraoch in 2024 then you should probably seek additional training or just hang up your hat.
Landing on a 7800 foot dry runway in a 737 in with light winds and visual conditions, is almost zero addotional risk. There is a operational gain from using runway 13. I woudl have no problem landing in 13 or departing 31.
Landing on a 7800 foot dry runway in a 737 in with light winds and visual conditions, is almost zero addotional risk. There is a operational gain from using runway 13. I woudl have no problem landing in 13 or departing 31.
06-23-2024, 08:32 AM
#84
Gets Weekends Off
Joined APC: Oct 2017
Posts: 3,230
Yes she was distracted in the cockpi…uh I mean flight deck making tick tock videos for her next video.
the captain didn’t say anything because he didn’t want to be accused of being sexist.
https://mobile.southwest.com/citizen...ity-inclusion/
06-23-2024, 09:18 AM
#85
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Joined APC: Sep 2016
Posts: 189
My guess is it was one of those guys who re-cruises the FMC after every descent. Got cleared for the visual so they put direct to the last fix (deletes the geometric angle) then hit altitude intervene. It probably started an idle descent at 250 knots.
06-23-2024, 02:13 PM
#87
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Joined APC: Dec 2021
Posts: 513
if you proceed direct to RW13 it crosses that fix at 50' and extends the magenta line to the aircraft at 3:1. The VNAV would work in this situation. All of this is trivial because the smart money is on these guys shooting the approach to the wrong piece of pavement.
06-23-2024, 03:41 PM
#88
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Joined APC: Aug 2015
Posts: 829
tell all that to the crew that could not find the correct airport, let alone fly the "easy" RNAV/visual into OKC with CAVOK met. with all the modern conveniences of a Honeywell suite. Anyone can bugger this stuff up with the right conditions. The seasoned professional mitigates these risks even though his pride is bruised a bit with said mitigations.
The rest is the same including FMC programing, callouts, procedures (one trival change to how MCP is set).
06-23-2024, 03:50 PM
#89
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Joined APC: Feb 2008
Posts: 19,595
Daylight, not a cloud in the sky in Dakar. Before released to IOE Delta used to require every new hire to demonstrate they could fly a proper pattern in the real aircraft. 6 to 10 new hires would jump in a aircraft at ATL and usually head to Augusta where you would swap out FO's so each one would get their 4 landings. You turned base to intercept final at 500 feet with manual throttles. For Navy guys that pattern seemed huge!
06-23-2024, 04:07 PM
#90
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Joined APC: Jun 2010
Position: DOWNGRADE COMPLETE: Thanks Gary. Thanks SWAPA.
Posts: 6,783
Daylight, not a cloud in the sky in Dakar. Before released to IOE Delta used to require every new hire to demonstrate they could fly a proper pattern in the real aircraft. 6 to 10 new hires would jump in a aircraft at ATL and usually head to Augusta where you would swap out FO's so each one would get their 4 landings. You turned base to intercept final at 500 feet with manual throttles. For Navy guys that pattern seemed huge!
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