Jetstar A320 Go Around Melbourne
Join Date: May 2004
Location: Australia
Posts: 32
Likes: 0
Received 0 Likes
on
0 Posts
unemployed: you are on the right track. keep digging. it was, as you say, RA 35', gear up, not in GA mode. (No apportioning blame to the crew here, I respectfully suggest training issues need to be investigated)
No this isn't a wind up - ATSB will publish the details in the fulness of time.......
No this isn't a wind up - ATSB will publish the details in the fulness of time.......
Join Date: Feb 2005
Location: just visiting the planet
Posts: 4
Likes: 0
Received 0 Likes
on
0 Posts
I just found out what actually happened and I am appalled!!!!
Apparently the aircraft was coming in to land and actually HIT THE GROUND before taking off again some 45 minutes later. There is an internal investigation being held by Qantas. Initial findings put Jetstar pilots low salaries to blame along with substandard training. Most concerning is the revelation that this is not the first time this has happened, if fact it occurs regularly. It seems that Jetstar's safety record is being propped up by mainline safety figures just to make it look good. The only reason that this hasn't made it to the papers yet is that all the passengers on the Jetstar flights were told that this was a normal occurance and because none of them had more than a year eleven education they all believed it!
This is a massive cover up and I think the travelling public deserves to know the truth! Who do you think I should call, A Current Affair or Today Tonight?
Apparently the aircraft was coming in to land and actually HIT THE GROUND before taking off again some 45 minutes later. There is an internal investigation being held by Qantas. Initial findings put Jetstar pilots low salaries to blame along with substandard training. Most concerning is the revelation that this is not the first time this has happened, if fact it occurs regularly. It seems that Jetstar's safety record is being propped up by mainline safety figures just to make it look good. The only reason that this hasn't made it to the papers yet is that all the passengers on the Jetstar flights were told that this was a normal occurance and because none of them had more than a year eleven education they all believed it!
This is a massive cover up and I think the travelling public deserves to know the truth! Who do you think I should call, A Current Affair or Today Tonight?
Join Date: May 2007
Location: bagdad
Posts: 174
Likes: 0
Received 0 Likes
on
0 Posts
reil...
All true, I saw a JQ aircraft do a GA and the wing came off and they continued onto the Gold Coast..they problem wasn't found until the next day.
Sack them all I say, they should stop employing pilots who obviously cannot operate such an advanced machine!!
All true, I saw a JQ aircraft do a GA and the wing came off and they continued onto the Gold Coast..they problem wasn't found until the next day.
Sack them all I say, they should stop employing pilots who obviously cannot operate such an advanced machine!!
Join Date: Aug 2003
Location: oz
Posts: 622
Likes: 0
Received 0 Likes
on
0 Posts
Correct Kavorka, and on arrival CG, they removed the other wing to decrease drag and balance it up. I believe it is still flying on a cat D MEL.
Word on the street is, if AJ gets wind of the savings to be had flying with no wings/engines, he will convert the whole fleet.
We will receive a modest ( .0001% ) payrise for the inconvenience, apparently. I have already contacted today tonight and current affairs and am currently in negotiations for the story.
Word on the street is, if AJ gets wind of the savings to be had flying with no wings/engines, he will convert the whole fleet.
We will receive a modest ( .0001% ) payrise for the inconvenience, apparently. I have already contacted today tonight and current affairs and am currently in negotiations for the story.
Join Date: May 2004
Location: Australia
Posts: 32
Likes: 0
Received 0 Likes
on
0 Posts
blueloo - never said there weren't any warnings/bells/whisltes on the flight deck......
However, in the vein of most of the other posters on this thread - we all know the diferential girdle spring on the ambiphasient lunar wang shaft causes no end of troubles in most 320s when on approach........
However, in the vein of most of the other posters on this thread - we all know the diferential girdle spring on the ambiphasient lunar wang shaft causes no end of troubles in most 320s when on approach........
I don't want to be the best pilot in the world - Just the oldest
Join Date: Jun 2001
Location: Here and there
Posts: 1,013
Likes: 0
Received 0 Likes
on
0 Posts
This is why I love working at a regional airport.
GA's, hydraulic failures, aborted takeoffs etc etc and that's just the 717s. No one givsa. The crews just do what they are paid to - professionally deal with the situation without the bu11**** journalistic hype.
GA's, hydraulic failures, aborted takeoffs etc etc and that's just the 717s. No one givsa. The crews just do what they are paid to - professionally deal with the situation without the bu11**** journalistic hype.
Join Date: Sep 2006
Location: right now.....in front of the computer
Posts: 41
Likes: 0
Received 0 Likes
on
0 Posts
Is this the same J* flight in which the captain used his leatherman to remove the cockpit door before departure so the passengers could casually walk up the front and have a chat with the pilots at any time during the flight?
My Aunt was sitting back in row 15, she said as they got closer to ML, the aircraft felt like it was descending. Everyone feared for their lives.
My neighbour was sitting in row 23, he said he felt the vibration in his seat as the conjoined master protrusion valve opened and he could feel the filicitic fluid bypassing the dalastraphic sump which is why the aircraft started to descend.
Well done to the pilots who managed the approach by sending command inputs via text messages from their phones to the onboard FMC.
My Aunt was sitting back in row 15, she said as they got closer to ML, the aircraft felt like it was descending. Everyone feared for their lives.
My neighbour was sitting in row 23, he said he felt the vibration in his seat as the conjoined master protrusion valve opened and he could feel the filicitic fluid bypassing the dalastraphic sump which is why the aircraft started to descend.
Well done to the pilots who managed the approach by sending command inputs via text messages from their phones to the onboard FMC.
Join Date: Mar 2007
Location: australia
Age: 74
Posts: 907
Likes: 0
Received 0 Likes
on
0 Posts
Nunc est bibendum
Crikey and Ben Sandilands take on the event:
The preliminary report by the Australian Transport Safety Bureau into a double missed approach to Melbourne Airport in fog by a Jetstar A320 on 21 July points to a critical error that caused the jet to sink close to the ground instead of climbing away as intended.
The report needs to be read in full, not the one line summary. While the ATSB reports are non-judgmental and conducted solely with a view to learning from safety incidents and improving flight safety, it discloses some disconcerting details about the flight:
The pilot in command set the engine throttles at the wrong setting to conduct a go around;
With the engines incorrectly set the aircraft did not transition to the speed reference mode the pilots had anticipated and sank toward the ground instead of climbing away;
The jet was 43 feet above the ground before the wheels were retracted and the engine thrust had recovered sufficiently for the jet to climb as the pilots had originally intended.
It is clear from the preliminary report that Jetstar’s repeated claims that an automated system on the jet had failed were incorrect.
It is equally clear that Jetstar management was unaware of the seriousness of the situation the flight had been placed in until after 2 August when it began an internal investigation of the incident.
The ATSB notes that when the incident was first reported to it by Jetstar, on 26 July, the information provided led it to assess the incident as "not meeting the criteria of a reportable matter under the Transportation Safety Investigation Act."
The safety investigator says that in response to media reports on 11 September of a potentially serious incident it contacted Jetstar which provided additional information.
The ATSB re-assessed it to be of sufficient seriousness to warrant the immediate initiation of an investigation.
The independent safety investigator says that its further inquiries into this Jetstar incident will focus on flight training standards, Jetstar’s incident reporting procedures, aircraft system operations and maintenance, provision of information to flight crews, and transition training (from other types of jets).
Crikey notes that these are all areas which are not only core responsibilities and obligations under Jetstar’s airline operator certificate, but the continuing responsibility the Civil Aviation Safety Authority under its oversight and enforcement obligations in law.
The subsequent and final report of the ATSB into this near thing at Tullamarine could prove to be seat-of-the-pants reading.
But more to the point, this process will greatly improve public safety.
The report needs to be read in full, not the one line summary. While the ATSB reports are non-judgmental and conducted solely with a view to learning from safety incidents and improving flight safety, it discloses some disconcerting details about the flight:
The pilot in command set the engine throttles at the wrong setting to conduct a go around;
With the engines incorrectly set the aircraft did not transition to the speed reference mode the pilots had anticipated and sank toward the ground instead of climbing away;
The jet was 43 feet above the ground before the wheels were retracted and the engine thrust had recovered sufficiently for the jet to climb as the pilots had originally intended.
It is clear from the preliminary report that Jetstar’s repeated claims that an automated system on the jet had failed were incorrect.
It is equally clear that Jetstar management was unaware of the seriousness of the situation the flight had been placed in until after 2 August when it began an internal investigation of the incident.
The ATSB notes that when the incident was first reported to it by Jetstar, on 26 July, the information provided led it to assess the incident as "not meeting the criteria of a reportable matter under the Transportation Safety Investigation Act."
The safety investigator says that in response to media reports on 11 September of a potentially serious incident it contacted Jetstar which provided additional information.
The ATSB re-assessed it to be of sufficient seriousness to warrant the immediate initiation of an investigation.
The independent safety investigator says that its further inquiries into this Jetstar incident will focus on flight training standards, Jetstar’s incident reporting procedures, aircraft system operations and maintenance, provision of information to flight crews, and transition training (from other types of jets).
Crikey notes that these are all areas which are not only core responsibilities and obligations under Jetstar’s airline operator certificate, but the continuing responsibility the Civil Aviation Safety Authority under its oversight and enforcement obligations in law.
The subsequent and final report of the ATSB into this near thing at Tullamarine could prove to be seat-of-the-pants reading.
But more to the point, this process will greatly improve public safety.
Lets all read the ATSB report http://www.atsb.gov.au/publications/...200705576.aspx before commenting further.
Report page 5 is very interesting.
Report page 5 is very interesting.
Nunc est bibendum
Geez, the report cites the crew as 'adequately rested'. I suppose they have to say that (or why didn't they stand themselves down) but that would have required 700 departure from NZ, which means an 0600 sign on, which means wake up about 0500 NZ time....0300 EST. If they're an Aussie based crew then the term 'adequate' is going to be quite equivocal.
I hated early morning starts in NZ for that precise reason!
I hated early morning starts in NZ for that precise reason!