Centaurus

I agree. One engine inoperative go-arounds at the flare (in the 737 simulator) is a demanding exercise as is a go-around from a hard landing with bounce and in poor visibility. The step by step procedure for go-arounds at very low altitude often causes momentary confusion with pilots undergoing the type rating because it can be relatively complicated to a new pilot (autothrottle engaged/not engaged and FD on or off).

IGh

TBC's SAAFER Trng Video (5 minutes)
Small Video Player 466x312
Boeing: Boeing and Aviation Safety - Project SAAFER

Boeing's Aero 2012-Q3
Reducing Runway Landing Overruns

Earlier Honeywell product:
https://honeywellrunwaysafety.com/smartlanding.php

Aside from Rwy Excursion mitigation, some of these factors are common to Abnormal Rwy Contact (ARC) damage: There are competing messages, with manufacturers and operators encouraging or permitting Reduce Drag Approach Configuration
Fuel Conservation Strategies: Descent and Approach
-- pushing pilots toward lower RPM "unspooled" approaches.

And, investigators have been slow to link the low-drag configuration to "engine lag" during pilot's late attempt to save the last minute "sinker": latest AAIB review of an A321 A&L ARC-damage mishap
Airbus Industries A321-211 OE-LBF 09-12.pdf

"... 100 feet AGL ... further worsened ... Go-around thrust was set and ... rotated the aircraft to 10 degrees nose up initially. ... sensed a severe downdraft ... caused the aircraft to sink and the main gear to contact the runway ... became airborne again ... a tailstrike ... both thrust levers were fully advanced, however due to their lag the engines were still accelerating when the aircraft contacted the runway...."

AAIB failed to state the approach-configuration for the above ARC-mishap, failed to relate the "engine lag" to DRAG deployed. That AAIB review restates earlier pilot mis- perceptions about thrust: "Go-around thrust was set" -- or advancing the Thrust Levers, during the late "sinker", may NOT really mean that the engines have increased actual thrust. This has been a repeated human misperception during prior ARC-investigations (of both pilots and investigators). In one case the engines didn't spool-up until seven seconds after the ARC-tail-impact (eg, DEN06IA051)

Sillypeoples

Here's a novel idea...how about airlines hiring experienced pilots instead of kids, robots, buddies, and pay to fly ab intio wannabes?

I know it's a stretch.....way way out there...but give it some thought.

Brian Abraham

I certainly hope you're not suggesting some one of your experience.

Sillypeoples

Brian do you still advocate jumping into a helicopter willy nilly with out any concern as to which way the rotor turns?

alf5071h

But how do they become experienced; and who defines the level of experience for each and every situation?
What should be trained to help avoid overruns – thread title?

A recent update:- RERR v2

Brian Abraham

Can you give us a lesson as to why the direction of rotation is of importance?