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 91 
 on: June 24, 2016, 11:45:10 PM 
Started by Fryy - Last post by Fryy
I tried adding the frequency and kept getting an interference, almost encrypted type on it. Ill give it a shot again to see what happens.

 92 
 on: June 24, 2016, 10:23:30 PM 
Started by flyflyfly - Last post by semperflyer797
First off, I don't want this to sound like I'm saying it was all her fault or that she was a bad pilot.  I'm merely saying that she didn't appear to have been prepared for the situation she encountered and unfortunately didn't exercise enough pilot's discretion once she was in the situation she was in.  To begin with, the wind call out was 090 at 13G18 which would've meant she had a little bit of a tailwind component but not much at all as runway 35 is 356 degrees magnetic, but would've given her about a 15 knot crosswind component.  Not ideal conditions at all considering the other available runways at KHOU.  As far as picking another runway, unless runway 12L/30R was being used for something else or was closed, why didn't they hold off on a departure for a minute or two and allow her to land on it since it doesn't cross runway 4 and wouldn't have interfered as much with the landing traffic on runway 4.  Plus it would've given her the highest headwind component and least crosswind component.  Sadly I do believe she was allowing the controllers a little bit too much control of what she was doing.  A simple, "unable", most likely would not have resulted in her being asked to leave the airspace, but would've probably gotten the controllers to switch to using runways 12L and 12R since they were most aligned with the wind at that time.  So what if the airliners have a little bit longer of a taxi after landing.  Ultimately though she let the controllers have their way and failed to pilot the aircraft in a safe manner.

My grandfather told a story of when he was flying up north back in the day and had his carb start to freeze up and the carb heat was not working.  He said the closest suitable runway was at an air force base.  When he contacted the tower for clearance he was denied.  He was denied again even after informing them of the fact that he was declaring an emergency, and that he was a colonel in the air force.  His last transmission to the tower was something along the lines of, "well I'm going to be landing on runway xx and we can argue about whether or not I can land there once I'm on the ground".  He got an armed escort to the ramp and was taken to see the base C.O.  Once he explained what had happened to the C.O., the tower controller was called into the office and given an ass chewing to say the least.  I always took away from that story the fact that at the end of the day, the controller is gonna get in the elevator to get to the ground but we as pilots don't have that same luxury.  With that in mind we as pilots should always do what we believe is the safest for us to do if we encounter unusual situations.

 93 
 on: June 24, 2016, 01:52:29 PM 
Started by flyflyfly - Last post by jkh
I think this crash definitely deserves significant analysis, much more than the usual "she just shouldn't have been there!" sorts of snap-conclusions we pilots like to come up with.  It was, in fact, one of the 4 scenarios my aviation group covered in last week's ADM meeting and we made a number of observations about it:

1. She was just a little too accommodating to what was truly an unusual number of runway changes.  4!  35!  now back to 4!  How about 35 again!  It was getting a little ridiculous towards the end there, and she could absolutely have "taken charge" with the controller(s) without being pushy or rude simply by stating something like "I'd, uh, prefer to stick with 4 today - can I extend my downwind for the traffic?"  and had much more time to get herself set up in what were some windy, challenging conditions and let her elevating stress levels decrease.

2. She should never have been cleared for 35.  The wind was from 100 at 15g20 which gave her a substantial tailwind and crosswind component for that runway, increasing her groundspeed and throwing her glide slope calculations all out of whack (how often do we practice tailwind landings at controlled airports?  Maybe, like, NEVER??) which would certainly explain why she was consistently high on final.  Why wasn't she cleared to Rwy 17, where she'd have had a reasonable 5-7kt *headwind* to help things out?  Nobody else was using 17-35, she was in controlled airspace, why not simply give her a right downwind entry for 17 the first time she got "blown off track" after being told to go around for 4?  That would have *made sense* at least, which most of the rest of the instructions she got sort of didn't, and it would have reduced her workload substantially.

3. Yeah, the SR20 is a more difficult aircraft to fly than a 172 and I really wish they'd bring spin recognition and recovery back to GA overall, not because she could have possibly recovered from this situation once she entered it (flat spins in particular are hard to recover from even for aerobatic pilots) but because she'd have spent a lot more hours in incipient spin flight regimens and learning what the aircraft "felt like" as it was about to go over on its back, training her visceral response to do the right thing.

RIP to all involved.

 94 
 on: June 23, 2016, 04:33:17 PM 
Started by Fryy - Last post by Mavke
any option to add 296.700 to this feed ? that would be something !!! ( freq used for flights above 600 - U-2s  ) ... just asking ...

 95 
 on: June 22, 2016, 10:51:06 PM 
Started by GeoffSM1 - Last post by Close@Hand
I think Emerald 006

 96 
 on: June 22, 2016, 10:55:13 AM 
Started by KC2555 - Last post by KC2555
Hi,

I am trying to find out if Punta Cana airport is covered by any feeds? A friend of mine was on SW flight #814 on 6/20/16 when she suddenly fainted as they were rolling down the runway. After a physician on board checked her out, the pilot opted to return to the airport so she could be transferred to medical care. She spent the night in the hospital there before attempting to fly home through Baltimore on 6/21, only to be stuck there overnight due to weather. Not a great ending to a vacation for sure but she is grateful to the care provided by SW and grateful to be a little closer to arriving back in Nashville this evening. We are trying to find the feed for her (if it exists). She was traveling alone and doesn't know much of what transpired between "I don't feel well" and regaining consciousness on the plane. FlightAware doesn't actually show the flight as taking off and returning. Original departure time was 1:20 but the FlightAware app shows it as departing at 2:31 and FlightAware online shows it as departing at 1:31 with a Taxi Time of 79 minutes. Does this mean they aborted the take off altogether? Any assistance you can provide on the potential feeds to help us sort out what happened would be very much appreciated.

Thank you,
Kristin

 97 
 on: June 22, 2016, 04:20:45 AM 
Started by semperflyer797 - Last post by semperflyer797
Lots of fun at Baltimore the other day.  First Southwest 604 diverted to KBWI due to a flap issue.  While they were on final, Southwest 281 had an issue on takeoff which apparently caused damage to the number 1 engine and also ignited a fire near the runway.

Here's the AvHerald links:

http://avherald.com/h?article=49a14943&opt=0

http://avherald.com/h?article=49a14c50&opt=0

I have both the tower and ground control comms during the emergencies.  There isn't a whole lot to the tower comms but the ground has quite a bit more interesting stuff.  I did have to edit out a lot of the ground comms from all the planes calling to request push back clearance and taxi clearance.  Although both SW604 and SW281 seemed to land without incident, SW281 wasn't helpful with giving the tower information as to what the issue was that they were having.  It wasn't until after they were on the ground and the fire rescue was trying to get information that they finally said what the issue was.  Yes, fly the plane first, but I'm surprised they didn't give tower any info as to what was going on so that ground crews could be ready to respond.

 98 
 on: June 22, 2016, 01:07:58 AM 
Started by oktalist - Last post by datainmotion
Thanks for taking the time to edit and post this!

 99 
 on: June 21, 2016, 08:31:19 PM 
Started by av8tor172 - Last post by scottbuckley111
The same site is now here: http://air2airshare.com/milaircomms/
The page with the Transmitter Map and frequencies now are here:
http://air2airshare.com/milaircomms/artcc_transmitter_locations.html

Looks like same page just different URL

Scott

 100 
 on: June 21, 2016, 05:51:46 PM 
Started by mtpiper - Last post by mtpiper
I was listening to hear a friend on with NorCal approach and heard this call to Gunsmoke 38 (Nellis AFB) inbound to KSMF.
It's the whistle at 17 seconds.

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