Malaysia Airlines A330 hard landing at YMML
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Malaysia Airlines A330 hard landing at YMML
From the ATSB website;
According to the Avherald, the aircraft has been on the ground for the last 10 days. Anyone with photos?
The ATSB is investigating a severe hard-landing occurrence involving a Malaysian Airlines, Airbus A330 aircraft, registered 9M-MTA that occurred at Melbourne Airport, Victoria on 14 March 2015. The aircraft was operating a regular public transport service from Kuala Lumpur, Malaysia to Melbourne. There were no injuries reported as a result of the occurrence.
The investigation is continuing and will examine the circumstances of the occurrence, including analysis of recorded flight and other data, interviewing the flight crew and gathering and analysing additional information as necessary.
The investigation is continuing and will examine the circumstances of the occurrence, including analysis of recorded flight and other data, interviewing the flight crew and gathering and analysing additional information as necessary.
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The increase in incidents occurring over the last 12-24 months in the region is starting to become alarming.
AirAsia had a stuff up at Sydney the other week, Tiger went below MSA again recently, the overnight events in Europe, AirAsia's problems late December…..
The trend appears to be getting worse? Well thats the talk amongst conversations I have had with Australian Pilots recently….Concerned about some of these Asian LCC's and their Standards.
AirAsia had a stuff up at Sydney the other week, Tiger went below MSA again recently, the overnight events in Europe, AirAsia's problems late December…..
The trend appears to be getting worse? Well thats the talk amongst conversations I have had with Australian Pilots recently….Concerned about some of these Asian LCC's and their Standards.
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We are reaching a Training vs Experience crossover. ...... Training (box ticking) standards are falling as is the general experience level. The osmosis effect of learning from the ''experienced' guys is all but gone, and the training in most airlines these days is governed by cost. More of these accidents/incidents are inevitable. The circle of incidents will spread from from the less governed, lower cost based airlines, and filter out to the first world. Where are we in 10/20/30 years? Playing a game of chance......
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I used to think that the 'computerised cockpit' sans pilots would never float. That there needs to be a brain capable of making tough decisions (VOZ at YMIA..) I would never fly in the cabin without a grey headed gentleman wearing 4 bars on his shoulders and exuding competence..
Now I think I'd rather a computer flying than some of these guys, tbh. Or maybe take the bus.
Now I think I'd rather a computer flying than some of these guys, tbh. Or maybe take the bus.
It happened the other day when it was blowing 45 kts plus on 34 with a sigmet for severe turbulence below 5 grand.
Blew all the tyres supposedly and now awaiting some undercarriage components.
Easy enough to do but bad luck for the crew nonetheless
Blew all the tyres supposedly and now awaiting some undercarriage components.
Easy enough to do but bad luck for the crew nonetheless
Reminded me of an Air Asia (X?) A330 arrival into Melbourne about a year ago. F/O on command training. I did his 737 type rating ten years earlier. Active runway at Melbourne was 34 with strong winds down the runway. The trainee captain elected instead to take a 30 knot crosswind component on 27 using the ILS. His excuse was less track miles to touch-down.
The real reason I suspected, not discussed due loss of face, being 34 didn't have an ILS and he liked to remain coupled to an ILS all the way until 200 feet. It is called automation dependency and a common trait nowadays.
The real reason I suspected, not discussed due loss of face, being 34 didn't have an ILS and he liked to remain coupled to an ILS all the way until 200 feet. It is called automation dependency and a common trait nowadays.
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Automation Dependancy
Automation Dependancy is real and it is happening......to everyone.
I came from bush flying, and slowly worked my way up the greasy pole.
Now, flying a bus for an asian airline I can DEFINATELY tell you my flying skills are going down and my Dependancy on automation is increasing.
When Asiana crash their 777 in SFO with 1 million km vis. all the western world said "that's because they never do visual approaches, they need to do more". But most airlines in Asia said "that proves that visual approaches are dangerous, the pilots should not do them".
So now, I can't do visual approaches, the closest I can get to it is hand fly raw data from a max 45 degree intercept of the localiser. Wow.....lucky me.
If we are flying out of somewhere (not China) we might hand fly up to cruise altitude. That's it. That's all the manual flying I get to do. And I have to 'fight' to get that opportunity.
That's because I'm an old bushy that believes in actually flying th plane.
The younger ones that don't have the bush and turboprop experience from (due being cadets) will 'fight' to not have to do it.
So their automation Dependancy is already a well established cancer, and mine is (sadly) growing by the day.
I came from bush flying, and slowly worked my way up the greasy pole.
Now, flying a bus for an asian airline I can DEFINATELY tell you my flying skills are going down and my Dependancy on automation is increasing.
When Asiana crash their 777 in SFO with 1 million km vis. all the western world said "that's because they never do visual approaches, they need to do more". But most airlines in Asia said "that proves that visual approaches are dangerous, the pilots should not do them".
So now, I can't do visual approaches, the closest I can get to it is hand fly raw data from a max 45 degree intercept of the localiser. Wow.....lucky me.
If we are flying out of somewhere (not China) we might hand fly up to cruise altitude. That's it. That's all the manual flying I get to do. And I have to 'fight' to get that opportunity.
That's because I'm an old bushy that believes in actually flying th plane.
The younger ones that don't have the bush and turboprop experience from (due being cadets) will 'fight' to not have to do it.
So their automation Dependancy is already a well established cancer, and mine is (sadly) growing by the day.
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Centaurus and eternity.....
Being somewhat old school myself and being out and about for a while, I can vouch for you both on your observations and comments regarding flying skills and certain attitudes towards same.
Being somewhat old school myself and being out and about for a while, I can vouch for you both on your observations and comments regarding flying skills and certain attitudes towards same.
And a mentality of "blame the LAST LINE OF DEFENCE - the PILOT", when an increasing volume of latent causes are thrown at them by management - fatigue, aircraft carrying broken systems, poor rosters, time pressures, lower experienced FO "support" - all in the chase for a lower cost ticket and bigger bonuses.
So their automation Dependancy is already a well established cancer,
He gave his new Korean F/O (around 500 hours TT) a leg. ATIS showed CAVOK with crosswind 15 knots at destination. Captain got the F/O to brief him on what steps he would take to conduct the crosswind landing. F/O gave concise word perfect briefing about technique he would use, including the fact the crosswind was from the left and how he would use rudder and aileron to counter the left crosswind during the flare.
During final it was obvious the crosswind had abated and only a slight wind now straight down the runway. The F/O stayed coupled to the ILS all the way down, but at the flare and to the utter surprise of the captain, the F/O kicked on the rudder and lowered a wing and nearly went off to one side. The captain took over almost too late to prevent this debacle but managed to recover and got the 777 straight again.
During the "discussion" that took place while taxiing, the captain asked the F/O what the hell he was up to when there was no crosswind. The F/O replied that he had flown the aircraft exactly as he had previously briefed and that it wasn't his fault if the ATIS was wrong...
Words failed the captain who thought he had seen it all in this carrier.
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It also gets exciting when they roll in left aileron with a cross-wind from the right. I got the impression he thought he was driving a car! (I want the nose to go to the left to align with the runway, so I need to steer left). I believe he had a couple of thousand hours.
When you live....
Looks like it's on the way home for further repairs.
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It happened the other day when it was blowing 45 kts plus on 34 with a sigmet for severe turbulence below 5 grand.
If it had been an Australian operator incident the pundits would be rushing in to describe what they saw...