Paro picture perfect landing ...
Join Date: Jul 2006
Location: Somewhere over the rainbow
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Now, having watched the analysis in the video above, I have more questions.
The 'navigator' in the jump seat tells the pilot flying to turn right, he doesn't. When he does, it's too late and results in excessive bank angle, overshooting the centreline and late correction resulting in a missed flare and hard arrival.
In my mind there should have been a go around call right after the point where the pilot doesn't follow instructions and turns late. Apparently, according to the video, this airfield has a minimum go around (missed approach) height which is someway before the threshold? So there is a point of no return? Is he saying that if you arrive at the threshold and there's an obstruction on the runway you cannot go around due to the terrain?
So many questions.
Again, not a pilot.
? So there is a point of no return?
No. A GA can be flown from any point, even over the runway. The flight profile would be as for a takeoff, assuming similar aircraft weight, which would be most likely as any heavier wt takeoff has to account for engine failure.
There is a ‘point of no return’ when approaching from the south, approx 11 miles (PR 12-10), or GA PR 8O8-810 if you choose, descend into, the wrong valley; cannot out-climb the terrain, nor turnaround; hence a guide pilot for first time visitors.
No. A GA can be flown from any point, even over the runway. The flight profile would be as for a takeoff, assuming similar aircraft weight, which would be most likely as any heavier wt takeoff has to account for engine failure.
There is a ‘point of no return’ when approaching from the south, approx 11 miles (PR 12-10), or GA PR 8O8-810 if you choose, descend into, the wrong valley; cannot out-climb the terrain, nor turnaround; hence a guide pilot for first time visitors.
The 'navigator' in the jump seat tells the pilot flying to turn right, he doesn't. When he does, it's too late and results in excessive bank angle, overshooting the centreline and late correction resulting in a missed flare and hard arrival.
In my mind there should have been a go around call right after the point where the pilot doesn't follow instructions and turns late.
In my mind there should have been a go around call right after the point where the pilot doesn't follow instructions and turns late.
Is that an authority gradient issue or is it just not a practical option?
‘Is that an authority gradient issue or is it just not a practical option?’
Probably a different operator on the jump seat as a guide pilot. If so, then an issue of overconfidence or attentional focus on the task, preventing hearing the advice. If the latter, then the PM interjecting - callout and or tap-on-the-hand may have been more effective.
But PM was another ‘Capt’, thus, back to authority gradient, loss of face for the company vs guest pilot, etc, etc.
Probably a different operator on the jump seat as a guide pilot. If so, then an issue of overconfidence or attentional focus on the task, preventing hearing the advice. If the latter, then the PM interjecting - callout and or tap-on-the-hand may have been more effective.
But PM was another ‘Capt’, thus, back to authority gradient, loss of face for the company vs guest pilot, etc, etc.
Welll...to be very honest seeing from the outside nothing that i havent seen before by a "normal" 733 at any other "normal" airfield...My humble 2 cents...a lil bit bumpy, maybe.
And yes, we do have a flare...at least i can see it.
First 3 seconds +/-
And yes, we do have a flare...at least i can see it.
First 3 seconds +/-
Last edited by JanetFlight; 14th Aug 2021 at 01:18.
Yes, it was... The landing of the video its indeed the same landing of the Cockpit that started this very thread... Same type, same airline, same colours, same day, same flight.
