Well, lets see. Just since 2000, two disastrous runway overruns that could have been prevented by go-arounds, an airplane driven into the runway and wrecked at LGA because the CA wouldn't go-around, and now a crew rushes into landing at the wrong airport and narrowly averts a deadly overrun. Do you really not see how this keeps happening?
Maybe it happens at other airlines too, but that's their concern. We need to step back and see what it is that we need to change here at SWA before our luck runs out and we hurt someone.
Did you not read what I wrote (or what
you wrote, for that matter)?
These are
not the "same type of incident." Even the two that were similar had completely different causes. And nobody has denied them, or excused them, and Southwest has
indeed studied them, learned from them, and changed because of them:
BUR- the worst example of a pilot error. The captain completely dicked it away, and the FO didn't stop him. Resultant Southwest changes: complete overhaul of procedures and checklists to mitigate risks (SNORT), reworked stabilized approach criteria, and enhanced CRM procedures and training to ensure both pilots are proactive,
especially in the area of calling a go-around.
MDW- a confluence of a lot of internal and external factors. They touched down on speed,
exactly where they should have, so your claim that "they should have gone around" is complete BS on your part. After a normal touchdown, they didn't get the reversers out soon enough because one thrust lever was unknowingly slightly out of idle; the airport-advertised braking action of "fair," was
actually "poor-to-nil" for the second half of the runway; and nobody knew at the time, but the OPC had different performance parameters then the data we got from Boeing. Resultant Southwest changes: training and procedural changes on autobrake usage; investigation that led to new Boeing data on stopping margin with/without reverser credit; and finally, Southwest got the MDW airport authority to spend more money and change
their procedures to ensure more accurate determination of braking action throughout the entire runway.
LGA and BRG- investigations not complete, so I don't know what the result will be yet.
So anyway, like I said before, tell me how these are all the "same type of incidents," and how "no one's trying to figure what we're doing wrong." It's like you don't really know the first thing about
any of these incidents. And you're claiming that you work for Southwest?
Tell you what, Nindiri: why don't
you step back, use your superior intellect, and explain to us why these incidents are "exactly the same," and how we can address them, since, obviously, nobody
else at Southwest seems to care about safety. Please save us, Nindiri.
Or, keep on randomly bitching anonymously like you seem to to do best. And keep ignoring any facts; they only get in your way.
Bubba
)
