What do you mean it wasn't Southwest's fault...Salk

[Whodat]

He'd be lucky to have a BRAIN!

 

[On Your Six]

No amount of factual information will deter OYS/GL.

Haters gotta hate.

I am just questioning why Boeing would also question why those planes would have cracks after so few cycles, and why other planes built at the same time with even more cycles don't have those cracks? If you have problems with people asking questions, then you may have personal problems and political aspirations. Good luck with that, and Happy Easter.


OYS

 

[redflyer65]

OYS,

The lightening arrestors were placed at different distances because of the Aloha incident. I assume the re-design is causing issues on this subset of AC. Nothing more.

 

[On Your Six]

OYS,

The lightening arrestors were placed at different distances because of the Aloha incident. I assume the re-design is causing issues on this subset of AC. Nothing more.

The Aloha incident was on a 732, not like the stretched 733 here. They shouldn't have been in the same place anyway. The article brings up good questions, and I too am looking forward to the NTSB report. Thanks for the explanation. Happy Easter.


OYS

 

[redflyer65]

Incredible.

 

[Tripower455]

Incredible.

Yup! We've got some real "professionals" on this board.

 

[LeeRoyJenkins]

The Aloha incident was on a 732, not like the stretched 733 here. They shouldn't have been in the same place anyway. The article brings up good questions, and I too am looking forward to the NTSB report. Thanks for the explanation. Happy Easter.


OYS

Boeing came out and ADMITTED that there was a change in the manufacturing process that has caused some problems. They thought the aircraft would go 60,000 cycles before applying more invasive inspections to look for metal fatigue. However some of these hulls have come up short. SWA currently has roughly 175 -300's. Out of the 175 only 79 -300's were required to have additional inspections. Of those 79 only 5 were required to get additional MX.

 

[GuppyWN]

And proof of another dangerous SWAPA pilot flying your family and friends in violation of Boeings limitations.

SWA thinks limitations are just suggestions to follow when it is convenient.

I will write real slow for the SWAPA pilots who need the tutoring.

250 k below 10k is a design limitation. period. end of discussion. fact.

Birds fly below 10k and wind screens are designed to withstand a bird strike below 250 knots. Not 259, 260, 261, or 270, but 250 or slower.

Staker is another SWA pilot who doesn't know what he is doing.

Somebody forgot to tell that to Houston where, until a couple years ago, there was NO SPEED LIMIT below 10k on climbout.

The 250 knots below 10k is a design limit IF THE WINDOW HEAT is MEL'd.

Gup

 

[BILL LUMBERG]

Lucky,

Not too bright, dude.

Are you the jackwagon slowing us all down on the Fisel Arrival in FLL?

Isn't that the airport where they say "Delta on Fire, Go Around......Southwest, cleared for immediate takeoff"???

 

[Dumb Pilot]

250 k below 10k is a design limitation. period. end of discussion. fact.

Birds fly below 10k and wind screens are designed to withstand a bird strike below 250 knots. Not 259, 260, 261, or 270, but 250 or slower.

Sorry Luckytohaveajob but you are mistaken, the 250KTS bellow 10K within a TCA came to be due to the accident over NYC in 1960 of a UAL DC-8 and a TWA Connie, it has nothing to do with bird strikes, worldwide in areas that are not so busy as some of our most congested TCA's here in the US there is no speed limitation bellow 10K and some TCA's have speed limits only for arriving A/C's and departing A/C's have no speed limits at any altitude. Also your assessment about birds is inaccurate, here is some basic info about the subject.



The altitude record is held by a Rüppell's griffon Gyps rueppelli, a vulture with a 10-foot wingspan. On November 29, 1975 one was sucked into a jet engine 37,900 feet above the Ivory Coast in West Africa. The plane was damaged but landed safely. What the bird was doing up so high I have no idea, since this species is not migratory.

The bird that flies highest most regularly is the bar-headed goose Anser indicus, which travels directly over the Himalayas en route between its nesting grounds in Tibet and winter quarters in India. They are sometimes seen flying well above the peak of Mt. Everest at 29,035 ft. Birds have some natural advantages for getting oxygen at high altitudes, in particular an arrangement of air sacs that allows them to circulate inhaled air twice through the lungs with each breath--much more efficient than the in-and-out system used by mammals. Bar-headed geese have special adaptations that make them even better at high-flying than other birds. They have a special type of hemoglobin that absorbs oxygen very quickly at high altitudes, and their capillaries penetrate especially deep within their muscles to transfer oxygen to the muscle fibers.

Other high flying birds include whooper swans, once observed by a pilot at 27,000 feet over the Atlantic between Iceland and Europe, and bar-tailed godwits (a shorebird), which have been seen at almost 20,000 feet. The record for North America is a mallard duck that collided with an airplane at 21,000 feet above Elko, Nevada in July, 1963. Most birds, though, fly lower--waterfowl typically at between 200-4,000 feet, and small songbirds at between 500-2,000 feet. However, the tiny Blackpoll warbler will fly up to 16,000 feet high in order to catch favorable winds on migration between Canada and South America. I'm not sure how well a sparrow would do, but similar-sized birds are quite capable of flying very high indeed.
Source(s):

http://www.straightdope.com/mailbag/mbir…

 

[luckytohaveajob]

Looks like I caught a nerve exposing the corndogs shenanigans. Limitations are limitations and they are not up for debate.

I repeat a SWA Captain flew past Vmo to meet a 10k crossing restriction and exceeded Vmo by so much Boeing did not think it should have been able to pull out.

So the next time other pilots pass the 250/10000 point on speed and altitude and Southwest eats up the spacing behind and the controller vectors you off course just know what SWA is doing.

The true extent of the SWA culture was discovered by the quality assurance program the -700 revealed. SWA has much more restrictive company limitations than Boeing requires because SWA management knows they are dealing with an unsafe group who needs the policing.

SWA pilots disregarded the limitations flying the -200, -300, -500 aircraft and have tried to continue those practices on the -700 until exposed.

 

[luckytohaveajob]

And yes the TCA does need a speed limit to help with separation.

IAH was a failed trial which was suspended because it confirmed the need for the 250k restriction below 10k.

 

[stalker]

why don't you just admit you have no clue as to which you speak and go outside before you miss the bus to school!

 

[luckytohaveajob]

I repeat a SWA Captain flew past Vmo to meet a 10k crossing restriction and exceeded Vmo by so much Boeing did not think it should have been able to pull out.

SWA company norm.

 

[slaquer5]

why don't you just admit you have no clue as to which you speak and go outside before you miss the bus to school!

I just spit my coffee out. He can't fly ,that's for sure or he would know of the lack of speed limits off shore.

 

[DieselDragRacer]

Who does SWA heavy maintenance and where?

 

[MCDU]

Some central American maint. company Aeroman. Next time you go to El Salvador, have a look around. Looks like a SWA hub.

M

 

[BoilerUP]

For somebody whose profile professes a love of Boeings, you sure don't seem to know much about the airframe limitations of their most popular aircraft...or how regulatory airspace speed limitations aren't remotely the same as airframe limitations.

Do you even know what VMo on a 737-300 is?

 

[RJ Bum]

Lucky, give it up man. You are truly showing how lucky you are to have a job.......

 

[luckytohaveajob]

320 knots.

And I have flown off shore more than you even know.

Why the lack of response concerning the female captain who exceeded Vmo by 40 plus knots?

If the corn dogs don't change their attitudes they are going to hurt people. Accidents happen but lack of respect for the rules and limitations are intentional. And SWA seems to lack respect for the rules.

 

[luckytohaveajob]

How about the naked pilot taking off from PHL without de-icing in mandatory winter ops. Guess he knew better jeopardizing the lives of those paxs on board.

How about the Colonel and I know everyone at SWA is a Colonel just like the CAF, who blew the engine during take off in San Diego and instead of air returning to San Diego flew cross country single engine to LAX and THEN instead of landing after using extremely poor judgement flying cross country to LAX did a single engine fly bye to have the tower check his gear?

Two extreme examples of SWA Colonel's showing their lack of respect for the rules and poor judgement.

And you are all wondering why the two roofs have blown off blaming Boeing.

 

[General Lee]

I will not be convinced that gl/oys are not the same person. If I'm wrong it's of no consequence because they are equally irrelevant.

Other people can't have my same views? Why do I need an alias? I am going for most posts at FI, by a landslide! I will win that title, and my life will be fullfilled. Yeah.


Bye Bye---General Lee

 

[General Lee]

I just spit my coffee out. He can't fly ,that's for sure or he would know of the lack of speed limits off shore.

I bet you are looking forward to actually flying "off shore." The Airtran guys will teach you how. I know this must be a lot for you guys now. VNAV, autothrottles, pop tops, and now possibly---wait for it---flying away from LAND. Hang on to Ty, he'll show you the way.


Bye Bye--General Lee

 

[stalker]

Wrong again skippy, its 340. Now run along before you miss recess!

 

[stalker]

General Nuts, are you ignorant enough to think that just because someone flies for SWA they have never flown international?

 

[BoilerUP]

Oh where to to start...

lucktohaveabrain has claimed that 250kts below 10,000ft is a design limitation of the 737-300.

It is not.

He's also claimed a SWA captain flew 350kts "plus", which surpasses Vd "by a wide margin, while claiming VMo in a 737-300 is 320kts.

Problem is, if you Google "737-300 Vmo" the third link is to a Boeing document what specifies 340 CAS as the 733's VMo.

So even if the SWA captain did fly 350kts, it would be only 10kts above VMo...while not good, hardly the egregious 40kt+ exceedence as claimed.

For a know-it-all United pilot, you sure don't seem to know very much.

 

[LeeRoyJenkins]

Looks like I caught a nerve exposing the corndogs shenanigans. Limitations are limitations and they are not up for debate.

I repeat a SWA Captain flew past Vmo to meet a 10k crossing restriction and exceeded Vmo by so much Boeing did not think it should have been able to pull out.

So the next time other pilots pass the 250/10000 point on speed and altitude and Southwest eats up the spacing behind and the controller vectors you off course just know what SWA is doing.

The true extent of the SWA culture was discovered by the quality assurance program the -700 revealed. SWA has much more restrictive company limitations than Boeing requires because SWA management knows they are dealing with an unsafe group who needs the policing.

SWA pilots disregarded the limitations flying the -200, -300, -500 aircraft and have tried to continue those practices on the -700 until exposed.

You have exposed nothing other than your ignorance. Look back in this thread and see for yourself where YOU state that 250 kts below 10,000 is a Boeing Design Limitation.

It is not.

You were called on it and now all you do is back peddle.

Just admit you were wrong and move on. It really isn't that hard.

 

[GoodTimes]

Is Lucky a Yonited pilot? We don't wanna open that can of worms do we?

 

[luckytohaveajob]

I have not flown the B737 in years now.

But it is a slow piece of crap. The 37 is an airway blocker. Clogs up the pipes. Widebodies all run at .82 or better and fly 250 below 10k doing stabilized approaches.

The limitation is 250k below 10k whether you like it or not. And the reason is debatable. Birds, separation, whatever.

But you RJ pilots still got that little issue of following the rules. Stabilized approaches, de-icing in winter ops, overspeeding by 40+ knots, making crossings, knowing what the nearest suitable means, using drag devices appropriately, and flying the advanced systems as Boeing designed them.

 

[luckytohaveajob]

But regardless, it just gets back to the original point.

Why is it unique problems are happening to SWA's Boeings no one else is experiencing? Two cracked fuselages, using BBQ shielding on pylons, overruns, and flap failures.

Looks like the LUV culture is hard on equipment. Next time there is a choice to be made between on-time and safety pick the safety.