Another Qantas incident
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The pilots realised what was happening before the warning went off, and had firewalled the throttles and commanded flap changes in a go-around procedure, but at 700 feet and dropping, the jet continued to descend before responding to their inputs.
BS makes it sound like the pilots looked around and suddenly realised they were in an airplane, not in the pub or on the couch like they thought.
"Dropping?" An excellent choice of wording considering your initials, BS.
BS, my training manual states it can be expected that a wide-body will descend another 30ft following initiation of a go-around. This means touch-down might even occur. I can't imagine how excited a go-around followed by a brief touchdown would make you. "Seconds From Death?"
"Fire-walling" the thrust levers is what you do when you're about to die, not when you initiate a go-around. Thanks, BS, for continuing to feed the ignorant public yet more "BS" to keep them properly uninformed about aviation.
Stabilisation requirements: They weren't stable and fully-configured by the cut-off point (in fact before it) so they conducted a go-around. And now BS and some plonkers on pprune are making it a federal case.
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I don't know if it has already been mentioned as I lost patience with the drivel after page 3 but there are circumstances where such an incident can happen.
I recall an internet article by John Deakin where he 'fessed up to almost landing a 744 wheels up at San Francisco. He described the whole approach and how everyone one on the flight deck (there were supernummary crew on board) missed the one little item on the checklist. It makes an interesting read. Can't be fecked providing a link.
I recall an internet article by John Deakin where he 'fessed up to almost landing a 744 wheels up at San Francisco. He described the whole approach and how everyone one on the flight deck (there were supernummary crew on board) missed the one little item on the checklist. It makes an interesting read. Can't be fecked providing a link.
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Talk about drift thread...
This is rediculous mods, seriously.
Butter...
It's the butt(er) of all jokes... and all the threads.
Investigation pending. Case closed, get over it everyone.
This is rediculous mods, seriously.
Butter...
It's the butt(er) of all jokes... and all the threads.
Investigation pending. Case closed, get over it everyone.
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Must have been something in the air...... just read of a very similar gear oversight, go-around occurring on an A330 on almost the same day at another large well known carrier....go figure!!!
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Some people posting here are getting very sensitive so I thought I'd lighten things up with a CRM joke......
The scene is sometime in the early years of post World War Two when cockpits had round dials plus flight engineers and navigators. The crusty ex Lancaster Captain is breaking in a brand new navigator.
The Captain opens his briefcase, pulls out a .38 and rests it on the glare panel. He asks the navigator, "Know what this is for?" "No, Captain," replies the newbie. "I use it on navigators who get us lost," explains the Captain, winking at his first officer.
The navigator then opens his briefcase, pulls out a colt .45 and sets it on his chart table. "What's THAT for?" yells the very surprised Captain.
"Well, Captain," replies the Navigator, "I'll know we're lost before you do."
The Captain opens his briefcase, pulls out a .38 and rests it on the glare panel. He asks the navigator, "Know what this is for?" "No, Captain," replies the newbie. "I use it on navigators who get us lost," explains the Captain, winking at his first officer.
The navigator then opens his briefcase, pulls out a colt .45 and sets it on his chart table. "What's THAT for?" yells the very surprised Captain.
"Well, Captain," replies the Navigator, "I'll know we're lost before you do."
Campy:
It appears obvious that someone's amoure propre has been upset by the demonstration that professionals can fall victim to exactly the same errors as amateurs can.
The correct way to tell if QF safety is going to the dogs is to calculate the averages and standard deviations by fleet, ATA chapter etc. etc. for incidents and failures. Should take about Ten minutes these days to see if there is any statistically significant upswing.
Nah mate not arguing, I heard they were laughing too hard they ran out of time to configure.
Laughing so hard about what a bunch FARKWITS all these ill informed, under qualified, plane spotting, private pilot, know it all, tryhard, has been corksuckers that post on this forum are.
Please can someone start a non company specific forum where the membership is vetted to only allow professional aviators to post. Only then will we be able to constructively discuss these matters. The rest of you idiots may in turn learn something by just simply reading........ Instead of berating us with your bullshut and drivel!!!!
Laughing so hard about what a bunch FARKWITS all these ill informed, under qualified, plane spotting, private pilot, know it all, tryhard, has been corksuckers that post on this forum are.
Please can someone start a non company specific forum where the membership is vetted to only allow professional aviators to post. Only then will we be able to constructively discuss these matters. The rest of you idiots may in turn learn something by just simply reading........ Instead of berating us with your bullshut and drivel!!!!
The correct way to tell if QF safety is going to the dogs is to calculate the averages and standard deviations by fleet, ATA chapter etc. etc. for incidents and failures. Should take about Ten minutes these days to see if there is any statistically significant upswing.
