How to fly a real Boeing 737-800 after 1 month – Challenge.

Tom Waes, host of Tomtesterom program of the Belgian VRT television network is a guy who takes on different challenges and tries to complete them successfully while only having limited amount of time to prepare himself.

On this episode he takes the challenge to fly a Boeing 737-800 with only one month of previous training.

An entertaining and must see video for all B737 fans and aviation enthusiasts.

The video is in Belgian language with English subtitles.

Southwest pilots confused by lights of wrong U.S. airport

The pilots of a Southwest Airlines plane that landed at the wrong airport in Missouri this week told investigators they mistook the bright runway lights of a smaller airport for their intended destination at Branson Airport, the National Transportation Safety Board said on Friday.

The pilots told NTSB investigators they did not realize they were at the wrong airport until they had landed late Sunday, which required heavy braking to get the Boeing 737-700 with 124 passengers aboard stopped on the shorter-than-expected runway, the NTSB said in a statement.

Southwest has suspended the two pilots from flying. The jet landed at M. Graham Clark Downtown Airport instead of at Branson Airport, the main commercial air strip near Branson, which has a much longer runway. The airports are about 7 miles (11 km) apart.

The captain, who has worked for Southwest for 15 years and has about 16,000 flight hours, told investigators it was his first flight into Branson. The first officer, who has been with the airline since 2001, told the NTSB it was his second flight into Branson, but the previous one was during daylight hours.

The pilots said the approach had been programmed into the plane’s flight management system, but that they saw the bright runway lights of Clark Downtown Airport and flew a visual approach into what they mistakenly believed to be Branson Airport.

The plane left Chicago Midway Airport on Sunday on a flight to Dallas Love Field with a planned first stop in Branson, a popular musical entertainment and tourism spot in southwest Missouri.

After landing at the wrong airport, the passengers were taken by ground transportation to the correct airport and then flown to Dallas on another jet later on Sunday.

Southwest said it has apologized to the passengers, is refunding the cost of their tickets and giving them travel credits.

The NTSB and the Federal Aviation Administration are investigating the incident.

“Safety remains our top priority; once we receive the final NTSB report, we will conduct a thorough review,” the airline said in a statement.

Source:  Reuters

We screw it again…

And we screw it again, last night a Southwest Airlines Boeing 737-700 with 124 passengers and five crew on board landed at the wrong airport.

Southwest Airlines flight 4013 was a scheduled flight from Chicago Midway (KMDW) to Branson, Missouri (KBBG) airport, but instead of landing at its destination, the aircraft landed 7 miles north at the tiny but busy M. Graham Clark (KPLK) airport.

Runway 12/30 is only 3.738 ft. long and 100 ft. wide at M. Graham Clark airport, we can say that the guys did a pretty good job bringing the aircraft to a safe stop within the runway limits, but at the wrong airport.

Less than two months ago, the Boeing guys landed the Dreamlifter at Col. James Jabara airport, instead of McConell Air Force Base, 9 miles north.

At this point we start wondering, what’s happening to our pilots today? Is that apart from losing our basic flying skills we are also losing our common sense? We are not talking of airports that are beside each other, these are airports several miles apart.

Branson airport runway 14/32 its 7.140 ft. long and 150 ft. wide, almost twice the size of M.Graham Clark, it has ILS, LOC and RNAV (GPS) approach for rwy 32 and RNAV (GPS) approach for rwy 14.

I remember several years ago when a Captain flying in brighter skies now told me – “When you have an airport with an ILS or VOR approach, always set the freq and the final course and crosscheck it on final”. We can say here that just a simple look at the ILS or LOC course could have saved the day, or night.

As you can see in the title and content of this article I always used the term “we” instead of “they”, because I consider is not a matter of finding a person/s to blame and go against him or them. Is a matter of start seriously finding solutions and go back to our sources, if necessary.

Capt. Ivan

Kazan B735 Crash, a Somatogravic Illusion?

Accident investigators of Tatarstan Boeing 737-500 which crashed during a go-around on Nov 17 at Kazan airport, Russia informed that preliminary analysis of Flight Data Recorder shows that the pilots of the Tatarstan Boeing 737-500 pushed the aircraft into a steep dive during the maneuver.

The crew engaged go-around thrust after assessing the aircraft’s position relative to the runway. The autopilot was disconnected and the aircraft flown manually.

As the engines increased power the crew retracted the 737’s flaps from the 30° position to 15°. But the thrust from the underwing engines pitched the aircraft nose-up, and it climbed at a pitch of 25°.

This led the airspeed to bleed away from 150kt to 125kt, says the inquiry.

The pilots, after retracting the landing-gear, countered the climb and the loss of airspeed by pushing the control column forward – pushing the aircraft into a dive at a height of just 700m (2,300ft).

Investigators point out that the aircraft did not exceed its angle-of-attack limit, indicating that there was no stall.

During the “intense” dive the aircraft reached 75° pitch down, says the inquiry, and it slammed into the ground at over 240kt just 45s after initiating the missed approach.

Both CFM engines were functioning until the moment of impact, and there is no immediate indication of system failure.

While the flight-data recorder has generated detailed information the cockpit-voice recording mechanism was found to be missing after its container was opened. Investigators are conducting a search for the device.

The investigators are examining the airline’s pilot training procedures, assisted by Russian pilots experienced in operating the 737.

Somatogravic illusion occurs when the brain, in the absence of visual references, misinterprets the sensations caused by rapid acceleration, during a climb, as excessive pitch. This can cause pilots to react with sharp nose-down input, enough to push the aircraft into a dive at low altitude.

Tatarstan Airlines has grounded its other Boeing 737 as a precaution in the wake of the accident.  The carrier says it is “temporarily suspending” services with the twinjet following the loss of the 737-500, and all 50 occupants, on 17 November.

Tatarstan Airlines has a 737-400 in a fleet which also comprises four Airbus A319s and two Tupolev Tu-154s, as well as 15 Cessna 208 Grand Caravans.

Source: 

Related Info:  Aviation Herald.

The Boeing 737 MAX gets even Better.

737_MAX_header

The Boeing 737 MAX program continues to make steady development progress since reaching Firm Configuration on the 737 MAX 8 in July. Engineers have completed an assessment of the airplane’s performance confirming an additional 1 percent fuel-efficiency improvement over the 13 percent already promised to customers. 

“Program and airplane performance just continues to improve,” said Keith Leverkuhn, vice president and general manager, 737 MAX program, Boeing Commercial Airplanes. “We have been very disciplined in our approach and continue to realize more benefit for our customers as we retire risk on the program and get further into development.”

Airlines that will operate the 737 MAX now will realize a 14 percent fuel-efficiency improvement over today’s most fuel efficient single-aisle airplanes. At longer ranges, the improvement will be even greater.

“This recent fuel-efficiency gain will widen the performance gap in the single-aisle market, reinforcing the 737 MAX’s position as the value leader,” said Leverkuhn.

The 737 MAX will feature several new systems that will improve the management of maintenance information. For example, some Built-In Test Equipment (BITE) information will be brought into the flight deck. Today, maintenance technicians access this fault data in the forward electronic equipment bay of the airplane. By bringing this data up to the flight deck, maintenance issues can be resolved faster.

The MAX also will include an enhanced onboard network system comprised of a digital flight data acquisition unit (eDFDAU) and network file server (NFS). These systems will provide a centralized data collection system with more storage capacity, doubling the maintenance data available during flight. The system will be capable of connecting the airplane in flight to airplane operations on the ground enabling airlines to better prepare for potential dispatch issues.

“We are enhancing the capability of the 737 MAX to meet the future needs of a digital world,” said Michael Teal, chief project engineer, 737 MAX. “Recognizing that the Next-Generation 737 is already the most reliable single-aisle airplane with 99.7 percent of flights departing on time, we are being very deliberate about any changes we make to the airplane systems on the 737 MAX to make the airplane even easier to operate and maintain.”  

Some of these systems such as the eDFDAU and NFS are under development for initial delivery on the Next-Generation 737 prior to the 737 MAX. Many of these systems were tested during the 737 ecoDemonstrator program last year, showing the value they will provide to airlines operating the 737 MAX.

“Through careful testing and selective application on the Next-Generation 737 before MAX enters service, we can ensure these systems are ready to enhance the management of our customers’ fleets,” said Teal.

Engineers continue to make progress on the detailed design of the airplane. Recently the team completed the Firm Systems Definition, which defines the hardware locations for the systems on the airplane.

“Throughout the design process we’ll continue to look for opportunities to improve operational performance, schedule and cost for our customers,” said Leverkuhn. “We are on track for first delivery of the 737 MAX in the third quarter of 2017.”

Source:  Boeing Media Room

Boeing Delivers First 737-900 to El Al

Last Oct.9, Boeing Co. delivered to EL AL Israel Airlines’ their first Next-Generation 737-900ER (Extended Range) airplane. This delivery is the first of six 737-900ERs the Israeli flag-carrier has on order and is the latest addition to EL AL’s all-Boeing fleet.  

“The purchase of the Boeing 737-900ER aircraft marks the high point of EL AL’s re-equipping and fleet renewal impetus. This positions EL AL at the forefront of international aviation technology, further elevating EL AL’s in-flight experience,” said Elyezer Shkedy, president and chief executive officer, EL AL. “Our investment in the new modern Economy Class seats and in a sophisticated entertainment system, that will be launched in the coming months, is in line with the target we set for ourselves – to provide the best product and most advanced service for passengers and thus retain EL AL’s status as the most preferred airline for flights to and from Israel. We would like to thank Boeing and all the other partners for their outstanding work on EL AL’s six new aircraft.”

The Boeing 737-900ER is the newest member of the Next-Generation 737 airplane family. It has the highest capacity and lowest seat-mile cost of Boeing’s single-aisle family and will fit perfectly into EL AL’s existing short and medium-haul fleet of Next-Generation 737-700s and 737-800s.

EL AL’s 737-900ER will be its first airplane to feature the new Boeing Sky Interior. This interior is the latest in a series of enhancements for both airlines and passengers. It introduces new LED lighting and curved architecture that welcomes passengers onboard and creates a greater sense of spaciousness and comfort in the cabin. The interior also features modern, sculpted sidewalls and overhead bins that disappear into the ceiling, yet carry more bags.

“We share a proud history with EL AL, and are honored to once again play a significant role in this all-Boeing carrier’s fleet renewal,” said Todd Nelp, vice president of Sales for Europe, Boeing Commercial Airplanes. “EL AL has already experienced the excellent reliability and operating economics of the Next-Generation 737 family with its fleet of 737-700s and 737-800s. The 737-900ER will enable EL AL to greatly expand its operations across Europe, while offering its passengers the superior passenger comfort of the Boeing Sky Interior.”

EL AL’s latest addition to its fleet will seat 172 passengers, with all passengers able to enjoy the option of power sockets for their laptops and USB connections. The Israeli-flag carrier operates an all-Boeing fleet of nearly 40 airplanes including Next-Generation 737s, 747-400s, 767s and 777s and serves 30 destinations worldwide.       

Source: Boeing Media Room

Southwest Dismisses Captain Nose Gear First Landing

Southwest Airlines said it fired the captain who was at the controls of a plane that landed nose first at New York’s LaGuardia Airport in July, injuring nine people and snarling air traffic for hours.

The action came as Dallas-based Southwest completed its probe of the accident, Linda Rutherford, an airline spokeswoman, said. Southwest ordered the first officer to undergo more training, Rutherford said.

Cockpit procedure has been a focus of the US inquiry into the July 22 incident. Flight 345’s captain, a 13-year Southwest pilot, took control from the first officer just before the Boeing Co. 737 hit the runway, according to the National Transportation Safety Board, whose investigation continues.

“The question is why the captain took control,” Bill Waldock, who teaches accident investigation at Embry-Riddle Aeronautical University in Prescott, Arizona, said in an interview. “Normally, unless something major is wrong, the flying pilot is going to maintain control. The flying pilot can feel what the airplane is doing. When the captain takes control, it takes him a few seconds to understand what’s happening.”

The captain, with six years in that post, had more than 12,000 flight hours, the NTSB has said. The co-pilot had been with Southwest about 18 months at the time of the accident and had 5200 flight hours. The pilots had been on administrative leave during Southwest’s inquiry.

“As a matter of policy we have not identified the pilots and we are not discussing the specifics,” Rutherford said. “We are also still in an active investigation with the NTSB.”

With its nose pointed three degrees downward, the 737-700 struck the runway first with the landing gear at the front of the plane instead of settling onto the main wheels located beneath the wings, the NTSB said in a July 25 release.

The forward gear broke, snapping rearward and damaging an electronics bay. Flight 345 was arriving from Nashville, Tennessee, and carried 150 people.

Source:  Bloomberg



Boeing Delivers First Next-Generation 737-800 to Iraqi Airways

Iraqi Airways Boeing 737-800Boeing delivered a Next-Generation 737-800 to Iraqi Airways, the first of 30 that the airline ordered in 2008, marking a milestone in its relationship with the airline.

“The Next-Generation 737-800 will play a key role in helping us modernize our fleet and integrate into the regional and international commercial aviation system,” said H.E. Hadi Al Ameri, Iraq’s Minister of Transportation. “Boeing has played a pivotal role in our growth plan and the Next-Generation 737 has earned an excellent reputation for reliability and operational efficiency.”

With this delivery, Iraqi Airways currently has 39 Boeing airplanes on order, including 29 Next-Generation 737-800s and 10 787 Dreamliners.

“This is a historic milestone in our relationship with Iraqi Airways and a testament to the value that the Next-Generation 737-800 will bring to the airline’s fleet,” said Marty Bentrott, vice president for Sales, Boeing Commercial Airplanes, Middle East, Russia and Central Asia. “Boeing is proud of the confidence that Iraqi Airways has in its products and we look forward to further strengthening this relationship to fulfill the airline’s future commercial aviation needs.”

The Next-Generation 737 family has won orders for more than 6,500 airplanes, while the 737 family has surpassed 11,000 orders to date. Boeing has delivered more than 7,600 737s – including more than 4,500 Next-Generation 737s – and currently has more than 3,400 unfilled orders for 737s (through July 2013).

Source:  Boeing Media Room

Photo:  Boeing

Lionair, this time…the cows

A Lionair Boeing 738, with 110 passengers and 7 crew on board, hit several cows on landing at the Indonesian Gorontalo airport. 

The incident occurred last Tuesday 6th at 21:11 LT (13:11Z)  when a Lionair Boeing 737-800 hit a number of cows after landing in dark conditions, the aircraft came to a stop past the runway end with a cow killed under the main gear.  No injuries were reported among the passengers and crew, the aircraft sustained minor damage.

The aircraft landed in good weather and visibility conditions, after touch down the crew noticed three cows on the runway, tried to steer the aircraft around them however hit the cows nonetheless, which resulted in the failure of brakes. The aircraft came to a stop about 10 meters past the paved surface of the runway end safety area.

The Ministry of Transport has given no explanation as to why the cows were on the runway.

Photo Credits:  The Guardian

Capt. Ivan

NTSB: Southwest B737, landed nose gear first

According to witness and video evidence, the NTSB has determined that Southwest flight 345, a Boeing 737-700 which nose gear collapsed on landing at La Guardia airport on July 22nd, made contact with the runway “nose gear first”.

NTSB Statement:

“The National Transportation Safety Board today released factual information from the July 22 accident involving a Southwest Airlines Boeing 737-700 landing at New York’s LaGuardia Airport. The airplane’s front landing gear collapsed on landing”

  • Evidence from video and other sources is consistent with the nose-gear making contact with the runway before the main landing gear.

 

  • The flight data recorder on the airplane recorded 1,000 parameters and contained approximately 27 hours of recorded data, including the entire flight from Nashville to New York.

 

  • The cockpit voice recorder contains a two-hour recording of excellent quality that captures the entire flight from Nashville to New York and the accident landing sequence.

 

  • Flaps were set from 30 to 40 degrees about 56 seconds prior to touchdown.

 

  • Altitude was about 32 feet, airspeed was about 134 knots, and pitch attitude was about 2 degrees nose-up approximately 4 seconds prior touchdown.

 

  • At touchdown, the airspeed was approximately 133 knots and the aircraft was pitched down approximately 3 degrees.

 

  • After touchdown, the aircraft came to a stop within approximately 19 seconds.

 

  • A cockpit voice recorder group will convene tomorrow at NTSB laboratories in Washington to transcribe the relevant portion of the accident flight.

Southwest Airlines Flight 345Southwest Airlines Flight 345 - Electronics Bay

Source:  NTSB Press Release

  •   GDL 39