Pilots have frequently misinterpreted the in-flight warning as an indication of a preflight danger that is no longer a concern and have thus considered it a false alarm.Īdding to the confusion is the fact that pilots often contend with false alarms and related pressurization equipment miscues in flight. Before takeoff, it warns pilots if the aircraft is not configured properly for flight. Perhaps the most important is that in the 737, the horn serves a dual purpose and thus is an ambiguous alarm. And in fact, there are several reasons why this is happening. It might seem counterintuitive that commercial pilots, a group that prides itself on emphasizing safety and professionalism, would simply ignore an alarm when the consequences are so potentially deadly. In fact, pilots kept ignoring the horn even after the FAA, prompted by the Helios 522 crash, issued an emergency airworthiness directive the following year requiring more emphasis, in manuals and in training, on heeding the alarm. I don't think it's something people just ignore."īut ignoring the horn is exactly what Boeing 737 pilots have been doing for years, even after it became known that the Helios 522 crash was caused by the crew's failure to respond properly to the warning, with such deadly consequences. ![]() I don't think anyone takes the cabin altitude horn lightly. "That warning is very important to pilots. ![]() Karen Kahn, a longtime commercial jet pilot and author of the book "Flight Guide for Success: Tips and Tactics for the Aspiring Airline Pilot," said of pressurization problems that can result in hypoxia. "It's considered one of the mega-emergencies," Capt. The latest came late last month, when the agency mandated briefings instructing pilots to heed the altitude horns.Īt the same time, Boeing began building an improved altitude warning system into its new 737s as it proceeds with plans to retrofit the more than 5,000 737s already in service with FAA-approved signal kits. However, the FAA has taken several proactive steps since the crash. Uniworld Boutique River Cruise Collection.Bermuda wants to be an island for all seasons The island's tourism chief is confident that new off-season festivals and events, coupled with improved airlift from the East.What Disney Cruise Line needs to do to wow Treasure's passengers Small World Vacations' Sue Pisaturo has sailed 25 times with Disney Cruise Line and has had a front-row seat to the evolution.Introducing Aguascalientes to the leisure market Meagan Drillinger visited the state for its first U.S.Future-proofing in Morocco In the Atlas Mountains, the McHugo brothers built a case study of how travel companies can go beyond lip service and make a.To put it a different way: every particular physical position of the throttles will always give you the same N1 value. Full rated thrust is always available by manually firewalling the thrust lever. With the derate method - as its name implies - you get a lower engine rating hence lower Vmca/Vmcg. With the TASS your engine rating doesn’t change so even with maximum (assumed temp) reduce you are stuck with a high(er) Vmca/Vmcg. Those are always calculated based on the engine rating. And why aren’t we happy with the TASS method only? Because of the Vmca/Vmcg. ![]() Why we want lower N1? To prolong the engine life. Simply put with the TASS method you force the engine to limit the T/O N1 by telling it a higher outside temperature, with the derate method you ask the engine to pretend that it´s weaker. The difference between the derate and the assumed temp method - while both of them would give you reduced N1 for take-off -, is the way how you achieve those lower numbers. The derate is also calculated during the performance calculations. You’re touching a sensitive topic here, there is a lot of buzz around it among RL pilots too…
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