The flaps not being at a landing setting is why they were getting the "Too low, terrain" aural warning.
Yes. The GPWS was reinforcing the need for a go around because they were not stable due to not having landing flaps selected. I would be willing to be the PF did not hear it.
I also suspect there is an APD/DPE and at least one LCA that are very nervous.
I've not seen that.
They have made nothing offical, but based on the identities of the pilots and the ATC radio transmissions during the approach, it was likely the Captain flying and FO was PM.
If that's so, then he may have had many hours of experience in similar aircraft.
Don’t forget there was 13 knots of tailwind component, so 120kts of ground speed (which is what is being quoted, right?) might look more like 107 on the ASI.
Someone noted that he got his type rating earlier this year, so no, he wouldn’t.
From the 1753Z METAR wind of 19017G26, I calculated a tailwind component of 5.5 kts G8.5 kts. Is there a source of relevant wind info other than the METAR?
No. He got his 767 type rating earlier this year. Since it is a common type rating, that is also when he got his 757 type rating.
21 Air does not fly the 737. He received that type rating from a previous job.
That restriction prohibits circling approaches with weather less than 1000'/3sm. Most, if not all, US airlines choose not to train for circling approaches and all of the type ratings produced under their programs include that restriction.
We should keep in mind the fact that METAR winds are recorded at one specific location on the airport. At large airports such as MIA (and, notoriously, DEN), the actual winds for a specific runway may be significantly different from the METAR. It looks like the wx observation station for MIA is located on the southwest corner of the airport, maybe a mile from the approach end of runway 30.
True. It could have been worse than reported just as easily as it could have been the same or better.
Two airlines landed minutes before same runway reported no problems. This wind thing is a red herring.
VMC, in this instance, means weather 1000 & 3 or better.
The only place I can ever remember circling to land in an airliner was in Juneau (and maybe Sitka) on Alaska airlines.
Every aircraft that crashed on short final or landing was preceded by several other aircraft that did not report any problems. Remember DL 191?
Yes I remember they hit the fuel farm.
OK if you say so.
The wind was peaking at the time of the accident, coming from an outflow from the storms farther to the south (check out the wind shift noted in the same METAR and the conditions in the issuance prior). The thunderstorm they flew through at the final approach fix was also intensifying at that time.
There is a plot on another site that shows a short period of level off at about 1600'. The flight path shows slightly above GP so it probably wasn't captured and autopilot leveled off and added power. I think that is when they disconnected autopilot but we don't know if it was just "click click" or "click click, click clik". I'm wondering if Captain was proficient in glass cockpit/FMS. I doubt his previous Kalitta 737 was glass. But we agree, bad decisions happened after that.
Yeah, I note it didn't take Scary Mary to take to the press on this one.
Typical shotgun pleading which is entirely frowned upon by the court. You can expect motions from all the spurious parties early on to be excluded.
Didn't document officially, but it was stated in passing that based on what was on the CVR, the captain was the one flying and the FO was the one telling him he was too fast, etc...
At my 121 Airline a side step to a parallel runway was considered a circling approach, So if in MCO Tower asked us to side step from 17L to 17R we needed the weather to be 1000 and 3 at a minimum.
