I think the internet played a part in that. they are So much better than a few years ago

next to learn is fire command

Cluck cluck.

Precaution on approach, but likely saw performance on landing was in spec and took the exit. Still get the temp reading to confirm readings and safety, likely a checklist item.

It’s easy to exit at the middle of the runway in a 737, even on a 13000+ runway. Even with hot brakes.

@@jonathanbott87 Brake temperatures don't peak until 15 minutes or so after application.

Not really.. maybe hot brakes..

I'd guess it's an editorial decision. AFW likely affected the routing and DAL was not a factor.

Getting the altitude from radar alone requires multiple radar sources at different locations, which gets very expensive. Since planes all have transponders anyway, it just isn't worth the expense. The direct line-of-sight to the aircraft has a horizontal (distance) and vertical (altitude) component - like it points diagonally up, so it goes a bit over the ground and a bit straight up - but there's no way to determine how much of that vector is from the up-and-down or the over-the-ground component. It could say an aircraft is 10 miles away, but is it 10 miles overhead or 10 miles overland? With only one radar, there's no way to tell directly. So, the transponder is used to report its own altitude, and that gives ATC enough info to calculate the position of the aircraft. In the event of a failure, the altitude is so small a proportion (i.e., if an aircraft is more than 30 miles away, it can't be overhead or it'd be in space) that the line-of-sight distance can be essentially used as a rough estimate. If the ATC then knows the altitude, and particularly if he has radio contact with the airplane, he can at least give them vectors and keep other aircraft on different flight levels, which it looks like is what happened here.

About all they have left when a transponder goes on the fritz is "Report leaving, report reaching".

Hey, ATC did it Also I absolutely cringed upon hearing "PAN"

I believe he said speed trim

I wasn't 100% sure about pitch trim as well. It was difficult to get what he said.

@@mobius7089 now that you say it, I hear it, but for the life of me I couldn't hear it before you said it. what precisely is "speed trim" supposed to mean anyways? i guess that is just pitch trim, even tho he didn't say "pitch"?

Because it could be that the flaps won’t retract, or have asymmetry retracted, and you wouldn’t want to slow flight to your destination where there is no maintenance or spare parts. Also, it’s possible that something is wrong like a hydraulic leak, and why would you want to fly for an hour while it’s leaking vs returning in minutes to a maintenance base that has a fully equipped ARFF team on standby?

Suppose you just pulled out of a tire shop, and you feel a tire going flat.. are you going to continue to grandmas house out in the country? Or are you going to do a U-turn and go back to the shop?

I believe a flaps issue is considerably more serious than a trim issue so I believe you have that backward. They MIGHT be able to carry on with a trim issue, but definitely not with a flaps issue, and with those high-performance jets, even a trim issue alone might be significant enough to cause an abort/divert.

Flaps Disagree. IIRC, it means that the flaps are not in the position the computers were expecting. When this happens and none of the remedies in the checklists work, the best thing you can do is land at the nearest suitable airport and let Maintenance have a go.

If the flaps did not go up all the way, they need to fly way slower than planned and burn a lot more fuel.

PanPan is for an urgent situation, and mayday is for more serious(distress) situations.... Generally, ATC in the US treats either category as an "emergency"

Don‘t think about anything like that in the US, you just confuse them.

Pan pan is silly and for the most part is being replaced with the more succinct “emergency”.

@@EmotionalWeatherYour brain is declaring a mayday, a pan pan and an emergency.