United 777 "dives" after takeoff from OGG
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Maybe they reduced the thrust because a pitch up would cause a really high roc potentially leading to an altitude bust. But even then you can still go, disregard the cleared altitude and do it as you would during an unreliable airspeed climb to MSA if needed.
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Might be different philosophy since I am low experience and flying on airbus but first reaction would be to use full automation available, be sure to be in proper lateral/vertical mode and select the speed. This taking about 5 seconds.
Maybe they reduced the thrust because a pitch up would cause a really high roc potentially leading to an altitude bust. But even then you can still go, disregard the cleared altitude and do it as you would during an unreliable airspeed climb to MSA if needed.
Maybe they reduced the thrust because a pitch up would cause a really high roc potentially leading to an altitude bust. But even then you can still go, disregard the cleared altitude and do it as you would during an unreliable airspeed climb to MSA if needed.
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Just an observation and not meant to sound "sagey"...I flew early "glass" Boeings and A320...When things got a little hairy I always went manual to put things back in order then reintroduced auto as needed...Worked every time... In spite of the inevitable mistakes and thankfully having flown with a bunch of pros I was very blessed to have been violation/incident/accident free...Many FSAPs, however, were generated just in case......
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I fully agree if you intend to ‘fly the plane’ but if it’s keeping everything manual and at the same time go nose down in a critical phase of flight I would not feel confortable and that’s against everything I have been taught during my PPL/CPL and then type rating (and since I have low experience I can only rely on that).
You should do it however you're taught and comfortable with...Anyway I don't have a dog in the hunt anymore so I'm now going outside and play....Blue skies and stay safe...
Noted one inconsistency between the NTSB final report and the NTSB form 6120.1: Former lists the captain’s time in type as 500; latter lists captain’s time in type as 5,000 (also lists PIC time in type as 300).
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I fully agree if you intend to ‘fly the plane’ but if it’s keeping everything manual and at the same time go nose down in a critical phase of flight I would not feel confortable and that’s against everything I have been taught during my PPL/CPL and then type rating (and since I have low experience I can only rely on that).
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yes only up, until I reach the sun.
More seriously I meant not to switch focus to something else than looking outside/instrument scanning and so avoid situations like this where the plane go in such a nose down attitude / vertical rate / loss of SAW.
More seriously I meant not to switch focus to something else than looking outside/instrument scanning and so avoid situations like this where the plane go in such a nose down attitude / vertical rate / loss of SAW.
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UA1722 777
Disregard, I see from the FCOM that it compensates.
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I see similarities between this incident and the Emirates 777 botched takeoff in Dubai. Perfect aircraft, alert and trained crew just sitting there watching a complete mess unfold and doing nothing at all until a well developed unsafe condition exists.
Tip of the iceberg I reckon.
Tip of the iceberg I reckon.
Thread Starter
NTSB final report via Flightradar 24:
https://www.flightradar24.com/blog/w...nal_Report.pdf
https://www.flightradar24.com/blog/w...nal_Report.pdf
This all happened because of confusion about the flaps setting. Did the PNF confirm what he heard verbally. 99.9% of the time it's the same action, just one step, done. In this case it was supposed to be two steps.
No, because he selected Flap 15 instead of 5 which is a "safe" setting in terms of inadvertent stall. It all happened because the Captain stopped flying the plane when he got distracted by the fact the flaps didn't go to where he expected them to.
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Very dynamic event with a big loss of SA...Would've been beneficial to have CVR but the crew seemed forthcoming and the data tells the story pretty well...Eventually the crew retrained and went back to the line...If there were issues, current or past, with them individually (training, etc.) hopefully it was addressed...I assume they are better for it and the rest of us can learn from it...
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As for the F/O, he should be looking at the flap lever when the flaps are being selected. Then it is highly unlikely that the wrong selection will be made. PF says 'Flaps 5", PM says 'Flaps 5" then looks at the flaps lever while reaching for it and ensures that it goes to the proper detent. Then look at the flap indicator and see that it changes to an amber 5, confirming proper selection. Then look back at the PFD. All takes about three seconds.
Last edited by punkalouver; 22nd Aug 2023 at 04:20.
Very dynamic event with a big loss of SA...Would've been beneficial to have CVR but the crew seemed forthcoming and the data tells the story pretty well...Eventually the crew retrained and went back to the line...If there were issues, current or past, with them individually (training, etc.) hopefully it was addressed...I assume they are better for it and the rest of us can learn from it...
