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100% disagree. This line of thought of "I gotta get there right now because its an emergency" is almost certainly a root cause of the pilots' deaths. All first responders should have the first duty to "do no harm" just like doctors. This is not the first time that a fire truck in a hurry has killed innocent people on at an American airport. Fire trucks do not have that poor of visibility and they can see more than the pilots can from the cockpit windows. The lights are a problem, but that should only make them more cautious, not less. Part of the emergency call on the red line is the nature of the emergency. The driver of the fire truck either knew or should have known that this was much more in the lines of an annoyance emergency than a plane on fire.
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New kid in town The War ZoneFirst Series-Produced KF-21 Fighter Rolled Out In South K...Taking a less-orthodox approach to developing a new fighter means that Seoul’s KF-21 has made rapid progress. Taking a less-orthodox approach to developing a new fighter means that Seoul’s KF-21 has mNot exactly light in an absolute sense but compared to the upcoming 5th and 6th gen’s it is.
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We could also just burn LGA to the ground. Fuck that place.
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It would probably help to make the automated crossing and takeoff warning systems mandatory at such busy airports. They are one of my favorite inventions.
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It’s not even close to the same thing. Yes, the fire crew is part of the accident chain and will bear some responsibility. They are also on a very strict response clock, responding to an emergency that they don’t have all of the details on, working multiple frequencies, in a vehicle with poor visibility, in a vehicle formation, at night. Again, that isn’t an excuse for one of the many failures in the accident chain. However, glossing over situational and human factors issues isn’t going to make things safer. This is more than just a “too lazy to look” moment. It’s a tough situation all around. Everyone needs to take the lessons learned, integrate them into training, and be better.
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I've gotten into the habit of twisting my entire body towards the window and looking as far back over the wing as I can when visually clearing. I find that the physical movement makes the action take approximately 2 to 3 seconds as opposed to maybe half a second just quickly turning my head in that direction and back. Makes it a lot harder to "pencil whip" the act and miss something because my mind is on another task. Basically the same idea as pointing to or physically touching the altitude window when confirming an altitude clearance. Makes it a lot harder to miss any errors when you add an exaggerated physical component.
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Being a ground pounder with many miles under me on aerodromes I'm blaming the firetruck driver, many times I have been cleared to cross, and many times with a jet on final. Nothing beats an eyeball looking down the active before crossing after getting clearance. A few of those times I had a jet hooked to my uke getting clearance to cross.
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If we're using significant resources to sit DCA for drones then I disagree we have air supremacy over the area, and would say they're effectively interfering with our operation. The point stands regarding the risk our leaders are willing to accept in order to destroy Iran's ability to place mines in the straight.
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Basic air doctrine: Air supremacy is the highest level of control of the air, defined by NATO and the US Department of Defense as the degree of superiority where the opposing air force is incapable of effective interference. Drone and TBMs don't represent a threat to our ability to operate in their airspace. The Iranian Air Force is done. Iranian Air Defense is no longer integrated and is now operating at tactical/local (reactionary), control. It doesn't mean the enemy can't fight back.
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With what almost was Tenerife 2.0 at JFK, AA 777 v DL 737, a thought occurred to me: a lot of energy is spent in initial and recurrent training on precise callouts and movements based on the GUI presented. While this is a good thing toward producing a homogenized product for the line, there seemed to be a lot of pull on the eyes toward just the PFD, with little discussion or encouragement to, well, scan. At all. So for myself, I identified the threat and adjusted accordingly. I make a conscious effort to scan the entry points down field, identify anyone approaching and holding short. On the roll, just after the 80kt call, quick glance to the engines (white needles pointing in roughly the same direction and near the carrots), airspeed (still under 100), then up and check the runway for movement ahead, quick glances down to the PFD for accel progress. More or less the same thought process, as much as brain bytes allow, inside of a mile on landing. fwiw
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Ummm I certainly understand ROE and such. I just don't see the current situation (Air Superiority bordering on Air Supremacy), calling for high risk tactics. This is not BANZAI to the merge because the Iranian hordes are going to bust through. Unless a CIA team was in extremis or a TBM with CBRNE was about to fire, it is tough to justify being at 2K doing a strafe run in country right now.Waiting on paperwork for the Form1's, but I'm converting my Rattler and the ZF-5T I just got to SBRs so I don't have to deal with the brace nonsense. I haven't shot it yet, but I think the FRT in the MP5K clone is going to be a riot...I hope they win tens of millions and never have to work another day in their life.
