Caribbean Airlines 737 Crashes in Guyana

[flythere]

Is it possible the crew retracted them in an effort to increase weight on wheels after touchdown. Not that I am condoning such a practice but it seems strange for them to be retracted. What Vapp would that aircraft need in that configuration. I know in the MD-11 you would dang near a dry lake bed to stop it clean if you were heavy.

That's the whole purpose of the speed brakes, destroy the lift over the wings upon touchdown, putting all the weight onto the mains for max braking effect.

Why would they run the after landing checklist and not stow the reversers? Not only that, but once that thing broke in two, I doubt they had any control over the flaps or motors, which leads me to suspect they landed that way, and that was the position the thing came to rest in!

 

[thunderworm]

That's the whole purpose of the speed brakes, destroy the lift over the wings upon touchdown, putting all the weight onto the mains for max braking effect.

Why would they run the after landing checklist and not stow the reversers? Not only that, but once that thing broke in two, I doubt they had any control over the flaps or motors, which leads me to suspect they landed that way, and that was the position the thing came to rest in!

Good point. They did probably land without the flaps, but the question is why? The only time I can think of for landing with flaps 0 is that they failed in the up position. I didn't see the picture was there any leading edge flaps down? Then you would be able to tell if it was a failure of the trailing flaps or if they simply forgot and then ignored the landing configuration warning horn the whole way down. I can hear it now on the CVR " will you please shut that horn off I am trying to land here". Hopefully the NTSB will have this wrapped up soon.

 

[ImbracableCrunk]

Avherald:

Georgetown Airport's fire commander told the investigators that firefighters observed the aircraft as it approached but touched down only about half way down the runway abeam the terminal building with about 3000 feet of runway remaining. They needed to douse engine #2 (right hand engine) which was emitting smoke after the aircraft came to a stop.

Aviation sources said, the aircraft touched down with flaps fully extended (40 degrees).

 

[MD11Drvr]

That's the whole purpose of the speed brakes, destroy the lift over the wings upon touchdown, putting all the weight onto the mains for max braking effect.

Why would they run the after landing checklist and not stow the reversers? Not only that, but once that thing broke in two, I doubt they had any control over the flaps or motors, which leads me to suspect they landed that way, and that was the position the thing came to rest in!

You know in 14000 hours and 4 Jet types I had never heard that.


It is referred to as speculation for a reason. Everyone just spitballing possibilities since no one will know until after the investigation. In my 20 years of aviation I have seen people do things in jets they learned in a 172 and thought it was just fine to do so. There would be no good reason to bring up the flaps like you would in a 172 but who knows maybe this crew did not know this was not appropriate or safe in a 737.

 

[flythere]

You know in 14000 hours and 4 Jet types I had never heard that..

Do Tell????

 

[dalad]

I've gone in there in the 757 and there is a lot of rubber deposits on the runway. Couple a high v-ref at flaps 30 or 40 and a driving rainshower with touching down past the touchdown zone and VOILA! a lesson learned again. At least the 757 has a 10 knot or better lower v-ref. Why Boeing shut down that production line in favor of the 737 is beyond me. It would be a great NEO option with the higher wing.

 

[pianoman]

s....and a 737 crosses the fence with widebody speeds.

Higher. We routinely landed in the 130-140 knot range in the 777, the 737-800 (and even worse in the -900) lands well into the 150's at times.

 

[flythere]

Higher. We routinely landed in the 130-140 knot range in the 777, the 737-800 (and even worse in the -900) lands well into the 150's at times.

triple seven can be that slow on approach! Now that's pretty cool for such a big airplane!! There's nothing like landing at 143K in a 900 on a shorter runway, flaps 40, with gusts and a speed window of about 10 knots. What fun!!!

 

[Tomct]

I've gone in there in the 757 and there is a lot of rubber deposits on the runway. Couple a high v-ref at flaps 30 or 40 and a driving rainshower with touching down past the touchdown zone and VOILA! a lesson learned again. At least the 757 has a 10 knot or better lower v-ref. Why Boeing shut down that production line in favor of the 737 is beyond me. It would be a great NEO option with the higher wing.

AMEN!! One of two huge mistakes Boeing made in the last 20yrs. Replacing the 757 with the 737-900...what a joke! I hope somebody lost their job over that one....however, I doubt it. It was probably the same guy who decided to build the 787 all over the world instead of right in Everett...where it belonged!