Originally Posted by
row13please
May I ask a question as an outsider with negligible piloting experience, and with all respect?
When you briefed planning to take the early exit, did you also brief or at least consider a plan to switch to a later exit in case making the early one became an unnecessary risk? Or in your mind was it more like either go around or follow plan A, there is no plan B ?
Also, what would you have done and what would have happened if the captain hadn't taken control of thrust? Would you have had an accident, made a spectacle & passenger complaints, or finished the job well enough?
That's what interests me as a potential passenger with you as a pilot. If you would have lost it and crashed, then it should matter in an interview. If you would have gotten us to the gate like nothing happened, just learn from it.
Now I'll go back to my corner.
P.S. on my first lesson I forced the base to final turn because I didn't plan a go-around before the landing. And I will never make those mistakes again even though that happened in 1990.
P.P.S. Who forgot to clean the reverser levers after all the people sweating checks handled them for years?
To ease your concerns/curiosity, in terms of safety breaches, it is as close to negligible and far from a catastrophic accident/incident. It is more to meeting the quality standards of standard operating procedures demanded from the airline. To answer your question, airmanship comes into play in the decision to vacate via the second exitway (plan b) should our judgement feel that we would not be able to vacate the first. However, this was all unnecessary as we had already mitigated any potential errors i.e. via briefing, calculating our performance/distance required, assessing the current conditions, traffic etc. but in normal cases, we would have just communicated with each other on the roll out as simple as saying we will take the second exit instead you'd be surprised how much time we have to vocalize your decision to do so, as ironic as it sounds given that that was the mistake i made.
In terms of the handling of the thrust, to speak in layman terms, the thrust 'power' from the engines had already been cut off, and we use a feature called idle reversers which essentially provides additional braking action for the aircraft, again this is part of our company's SOPs. The Captain took over controls of the thrust because it was airmanship and a reactive action as the situation was very dynamic at the time, however, had i maintained controls it still would not be an issue as i could have just used manual braking to control our deceleration and maintain centerline with our rudders. So to say a crash would happen in this scenario is a major stretch.
From a safety point of view no safety breaches were made and extremely unlikely for an accident or crash to happen, worst case scenario was that we would have just made a complete stop on an active runway, but this would have lead to other issues for other aircrafts behind us to perform a go around, that's when complaints would be made not just by the affected airlines but by the ATC aswell. It was more for passenger comfort and maintaining standards which lead to the fail, hence the unsatisfactory performance. Neither passengers or our cabin crew complaint about the uncomfort-ness of the firm braking, but it was not up to satisfactory levels by the checking examiner.