Delta plane gets stuck in dirt in Asheville, canceling flights

Excuses

As part of its investigation, the NTSB conducted a flight around the airport, to evaluate the lighting and visibility of the runways and taxiways. With the lighting of runway 29 and the taxiway set to the same brightness levels used during the incident, the NTSB noted that the lights for taxiway Z appeared slightly brighter than the lights for runway 29. However, during testing the difference in lighting color (green centerline lights used on Z to indicate a taxiway, white centerline lights used on 29 to indicate a runway) was clearly visible to planes on approach.

I think people just like to bash Delta. It's a love/hate thing.
 
Cptnchia said:
Yep, while at the same time secretly coveting a job there and even actively pursuing it.
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Well. I mean. You guys are still going to hire 200 more by years end (I have no idea. Just throwing a number out)? UA said they're hiring 40, yes 40, more this year. You have to be Doolittle's great grandkid to get an interview at AA (or have an F-16 and/or astronaut rating), and Southwest will open their window again, 2nd time this year, on 8/1. Makes sense that people secretly try to get hired there as they seem to be the only ones doing any REAL hiring.and don't even get me started on FedEx. They hired a ginger for gods sake. Who knows what they want.

But I agree. It's cool to hate on a place you want to work. Then no one will know when you actually work there!
 
Cptnchia said:
Excuses

As part of its investigation, the NTSB conducted a flight around the airport, to evaluate the lighting and visibility of the runways and taxiways. With the lighting of runway 29 and the taxiway set to the same brightness levels used during the incident, the NTSB noted that the lights for taxiway Z appeared slightly brighter than the lights for runway 29. However, during testing the difference in lighting color (green centerline lights used on Z to indicate a taxiway, white centerline lights used on 29 to indicate a runway) was clearly visible to planes on approach.
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I don't doubt that from a helicopter or whatever they used, it was clear that the crew ought to have noticed their error.

But in all reality, if the captain has 50 hours in the 757 and you roll out of that turn on a one mile final and the turnpike itself is brighter than anything else in front of you, I can see how it happened.

Whereas I think a lot of people see the taxiway Mike ATL event as a crew that pressed on over great dropoff points with zero break on a 10 hour redeye.

Both scenarios had the same outcome but the contributing factors were night and day different.
 
knot4u said:
You fly a 747 if I remember correctly, if the landing enviroment is compromised and you're on final with two engines out what are you supposed to do? Honest question.
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You can do a two engine go-around in the 74 even with both engines being out on one side. It's pretty good seat of your pants flying though. Our check airmen practice it regularly in the sim since they'll do 3 engine ferry flights IRL. I got to do one in the sim at 50' AGL out of Hong Kong at +30C.

Unwritten Procedure is as such if memory serves (only did one and it was a while ago).

-Full Power on the good Inboard.
-As much power as possible on the good outboard until directional control is lost then back it off a bit.
-Gear up and flaps 20 right away, don't wait for positive climb.
-Fly it in Ground Effect for as long as possible. Don't climb, just try to gain airspeed.
-Clean up on schedule all while trading altitude for airspeed. Give up as much altitude as possible for more airspeed.
 
Cptnchia said:
Everyone likes to bang on Delta for landing on Mike. How come no one mentions CAL 1883 in Newark?
I know it only happened 11years ago,

http://www.upi.com/Pilot-lands-on-taxiway-at-Newark/22951162360055/

Is it because they don't exist anymore?:stir:
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For me it’s the “smile, you’re about to go on stage” stuff that makes me want to poke fun. I know it’s a great place to work, but while most widget pilots on here are great people, there is definitely a higher percentage of guys who take themselves a little bit too seriously.
 
Is goofing on a huge airline over a relatively minor incident "hating?" No need to circle the wagons over a plane stuck in the mud IMO.
 
jhugz said:
You can do a two engine go-around in the 74 even with both engines being out on one side. It's pretty good seat of your pants flying though. Our check airmen practice it regularly in the sim since they'll do 3 engine ferry flights IRL. I got to do one in the sim at 50' AGL out of Hong Kong at +30C.

Unwritten Procedure is as such if memory serves (only did one and it was a while ago).

-Full Power on the good Inboard.
-As much power as possible on the good outboard until directional control is lost then back it off a bit.
-Gear up and flaps 20 right away, don't wait for positive climb.
-Fly it in Ground Effect for as long as possible. Don't climb, just try to gain airspeed.
-Clean up on schedule all while trading altitude for airspeed. Give up as much altitude as possible for more airspeed.
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Sounds dicey. Is this procedure at Max Landing Weight? I imagine the 747's ability to go around on 2 depends greatly on weight.
 
Baronman said:
Sounds dicey. Is this procedure at Max Landing Weight? I imagine the 747's ability to go around on 2 depends greatly on weight.
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Can't remember the weight I was at but I believe it was at Max Landing Weight. Should add that you keep adding outboard thrust as you gain airspeed and directional control.


Sent from my iPhone using Tapatalk
 
jhugz said:
You can do a two engine go-around in the 74 even with both engines being out on one side. It's pretty good seat of your pants flying though. Our check airmen practice it regularly in the sim since they'll do 3 engine ferry flights IRL. I got to do one in the sim at 50' AGL out of Hong Kong at +30C.

Unwritten Procedure is as such if memory serves (only did one and it was a while ago).

-Full Power on the good Inboard.
-As much power as possible on the good outboard until directional control is lost then back it off a bit.
-Gear up and flaps 20 right away, don't wait for positive climb.
-Fly it in Ground Effect for as long as possible. Don't climb, just try to gain airspeed.
-Clean up on schedule all while trading altitude for airspeed. Give up as much altitude as possible for more airspeed.
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QRH is about this. I still would have to see something remarkably scary on the runway to want to attempt this.

In addition the Boeing Flight Crew Training Manual echoes it and says that with high weight, temps, and pressure altitude even at flaps 20 you might not have a positive climb gradient.
 
DC-4 go around with two engines shut down on same side; plus a restart of those two engines while on the go around. Then a cloverleaf loop because of nothing else better to do....

[]
 
Cptnchia said:
Yep, while at the same time secretly coveting a job there and even actively pursuing it.
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True with some people, but too many DL pilots have this take on anyone/everyone who bashes DL.
Some have no interest in working at an outfit and enjoy poking at it.
 
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