Spokey

Yeah, I just watched the update. I like his presentation. https://youtu.be/XReQNKbIkdw

I was at the 10th Anniversary Party of Kuwaiti Riders club yesterday evening, an open event just outside our apartment. This sand dragster looks a lot of fun. I could not find anyone who could give me gen in English though. Edit, body work off for the display, errrr, obvious I guess!

Yes, see my post above re the tail wind. This aeroplane broke up after going off the end of the runway. It is a very steep embankment down to the highway that passes the airport. I dont think it hit the highway though. I have not checked.

This is just my own opinion. I have not looked at any other info at all. I fly to Istanbul often and the conditions can be horrible, gusting winds and rain coming down sideways! No crew sets out to have an accident (disregarding the known suicides that have occured) and it is easy to comment when safely on the ground but this is my take on this over run. As per Eddy’s post, nothing weird at all. Absolutely appalling actions by the crew. How on earth they decided to land with such a Tailwind on a wet runway defies belief. Now I dont fly 737’s but there must be some SOP limitation regarding landing with a tailwind. On all the types I have flown ranging from Lear 45 to DC 8 the Tail Wind component must not exceed 10 kts as per the SOP’s (Standard Operating Procedures) The reason is that a tailwind on approach increases your rate of decent leading to a possible unstable approach and increases your ground speed and therefore the landing distance required. We are required to factor 150% of the tailwind component in our performance calculation whether manual or on the FMS. As a rule of thumb, each 2 kts (3,9kph) of tailwind increases required landing distance by 10% and each 10% increase in ground speed increases the landing distance by 20%. And these are compounding. With the gusts, this 737’s ground speed would have fluctuated ( albeit temporarily) up to somewhere in the region of 180kts a 20% increase based on a typical 150 kt approach speed. Factor your extra distance required for the tailwind, the wet runway and the VERY deep landing and you can see how this crew are now wondering why they did not call the go around when crossing the threshold a few hundred feet high.

One example I know of, I used to go to Lagos a lot earlier this century, it was 19 left and right. Now it is 18 left and right. ( and of course the reciprocals)

Enjoyed that, thanks. I ended up looking at the Africa Twin too. I think the AT is better suited to my needs with a view to comfort on long day rides, thinking 600kms plus. The T700 has been a dream and I have seen them in Europe, lovely bike but I need to try it out first. I wonder too what the price will be. A 2017 or 2018 AT ( L model and non DCT) offers a lot of bike for the money. The new one is very expensive and for me, far too fussy with all the buttons and modes. Perhaps a second hand Tenerè 700 in a few more years to join the stable.

Saw this on some FB page. Appeals to me if kept simple, a KLR for the modern age. However I am stil waiting to test the Teneré 700 when it finally arrives. So far my choices for a next Dual sport are, Teneré 700, Africa Twin (2017/18) or later model KTM 990, no particular order!.

Ha ha, you beat me too it! I was just looking this up and feeling rather clever that I had managed to add the link to my reply when I thought to check my unread posts! Thanks, fascinating stuff but must have been scary as hell with all that fire blasting past the flight deck.

I met him at EJSA, quiet fellow, I would have loved to chat about that event but we were time pressed for our “mission” of the day. Years ago I flew DC8’s with a guy who was the FO on the 707 freighter that lost two engines on the same side.......as in fell off the wing. Possibly Belgium to Nigeria if I remember correctly. Heavy aircraft and unable to sustain altitude with limited turn capability against the powered side, they managed to put the badly crippled machine down at a Swiss Military base, all exiting safely.

As long as the engine and wing bolts are lekker tight!

Anyone going to any of these Bike Festivals around the country? Jeffrey’s Bay 28 Feb to 1 March. Nice line up of bands on the Saturday. I am thinking to take a day ride from Hoekwil.....just shy of 500km round trip.

Blanco update on his channel is pretty interesting. He chats with a good mate who flies hellos. Pretty much calls it as loss of control going into IMC. Errosion of skills and lack of training in the industry.......This operation was certified VFR only. Despite his best efforts and previous training, the pilot was up against it the second he could not see outside. So sad that he left the decision to abandon the mission a tad too late. (Easy to chill in the desert and comment, I know. This will go into my CRM reference files)

This will be great for him. Testing on a largely clear track with less danger of the argie bargie that was hindering in him in races last season. (understable crash and injury nerves) I have never been a big fan of him but his metronomic consistancy is a pleasure to watch, very smooth. Interesting too the signing of Quartararo to join Viñales at the factory Yam team next year. I think this will be a good combo!

Thanks for the link. With out being an investigator and just a regular fixed wing guy there are things I question and no disrespect to the pilot. Sure, experienced and IF rated, but how current and how much practicle IF time? Helos tend to fly visualy out of all of that IMC stuff (generalizing I know). Looks like a hard pull up and turn, possible overbank and loss of control, effective spiral into the ground. Single pilot ops is hard enough as it is let alone in crap Special VFR coditions. The transition to instruments will also add to the problems if any disorientation had occurred. A hard pull up and simultaneous turn can easily disorientate someone who has suddenly gone IMC. Sorry if it sounds like I am accusing the poor pilot, Perhaps there was a mechanical but I (we all) have seen too often how experienced folk get it wrong too. Anyway, all will be revealed in time and for now I will stick with my theory.......much like the Citation near George....avoidable. Edited,,,,,,content.

Yes, thanks, I did after it was brought up here. I t was very interesting. It makes total sense not being able to account for the drift in the hover. Surely that is something that can be improved upon by the engineering and avionics fellows ( in time) Inertial Referance System of some sort springs to mind. But in any event, with so many accidents being the result of poor decision making some where along the line I do like to look at that aspect of the job. In this instance a decision made too late to exit the situation safely. Many occasions it could have been averted from not getting airborne to landing at the numerous airports enroute.

Thanks re the hovering in IMC, I expect tricky but not sure of impossible. I would imagine that the S76 would have a capable autopilot. Anyways, this I shall look into. It makes me mad that with 2 and a half statute miles viz (Van Nuys) and 1100ft cloud base (reported AGL) and the helo flying at 1400 ft,(Altitude) he had 500 feet above and 600 below (ground is 800ft at Van Nuys) certainly in limits for Special VFR. Why they did not slow the machine and proceed with caution and indeed land, I do knot now. Big hills there in the valley north of LA. So sad.

Edited.....fingure trouble, double post.

Suez Canal from FL370 enroute to Kuwait yesterday. Top of the Gulf of Aqaba with Eilat (Israel) on left and Aqaba (Jordan) on the right.

Leaving Zurich last week, off to Egypt.

I cannot understand these pilots, such crap weather and flying around that area so low. It is very hilly. I have flown into Van Nuys several times, in good weather and bad. Special VFR os valid and at some point the viz was 2 and a half miles (plenty) but at some point Van Nuys says they have an 1100 ft cloud base and the helo is 1400ft. (600agl) He is likely to have been in and out of swirling cloud If visual he should have entered the hover and descended safely. Better a precautionary landing next to the highway than spread yourselves across the scenery. I don’t fly helos at all, but surely an S76 is capable of hovering at that altitude. Edited to include altitude.

This is so true Eddy and it can be a real problem. In my early freelance charter days I lost income refusing flights that I condidered dangerous or overloaded. Companies always found somone willing to do it. I had learned some lessons early on that it is best to stand up and say no. I fly for a good bunch now. The Boss and his peeps may at times try to push a bit but that is human nature. They respect our aviation decisions.

Same range, The Outeniqua, but this was west of George, I believe a bit east of The Eight Bells Mountain Inn at the beginning of Robinsons Pass. The Hansie accident was on The George Mountain just east of The Outeniqua Pass in the van Dalens valley.

Egg beater, Inverted strimmer.

Jeepers, awesome. Have fun man! I was keen on the fling wings originaly but the initial cost to CPL put me off as did the struggle for a decent job on such a machine. Seems that back at that stage of my career the good helo jobs required much experience on big expensive multi engine helos, largely going to ex SAAF guys. I am definitely not sorry with the way my fixed wing career has panned out. Perhaps some day I will undertake the challenge of learning to fly a little hedge trimmer (Robbie) for pleasure as I have had the excitement of flying out of my garden in a Jet Ranger, years ago, different location!