Another QR eathquake landing in JED?
Join Date: May 2008
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You tend to flare late???
Than what about the 250hr second officer astronaut-wannabee who dug three holes in the RWY in JED??
Actually, its not the S/Os mistake I would say, but the mistake of this company allowing SOs to fly on the A330 without any proper training (we all know the college provides crap training and QR trng dept only caters for people with a certain level of experience)
They will never learn!
Than what about the 250hr second officer astronaut-wannabee who dug three holes in the RWY in JED??
Actually, its not the S/Os mistake I would say, but the mistake of this company allowing SOs to fly on the A330 without any proper training (we all know the college provides crap training and QR trng dept only caters for people with a certain level of experience)
They will never learn!
Join Date: May 2008
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3000000 USD main gear replacement!
And this time Airbus will not cover it under because of so called corrosion!
MAybe from PA 34-220T to A330-200 is just a step too much for these fairly average cadet pilots!
And this time Airbus will not cover it under because of so called corrosion!
MAybe from PA 34-220T to A330-200 is just a step too much for these fairly average cadet pilots!
Join Date: Oct 2007
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Unfortunately looks like more than only L/G replacement!
Don`t want to give you tec details about Load 15 report, but CC reinforced sports brassiere reached new g-limit record at QR!
Understand?!...
Don`t want to give you tec details about Load 15 report, but CC reinforced sports brassiere reached new g-limit record at QR!
Understand?!...
Join Date: Jan 2008
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P.Clostermann, you're right, the responsibility lies with the airline.
QR do recruit SO's with some commercial experience also, but when it comes to allocating types they choose to put 200 hour guys on the A330 and put guys with commercial experience on the smaller type. It's immensely strange how it all works.
Regarding the hard landing, yes it can happen to anyone, but doesn't the Line-Trainer bear some responsibilty in this case too? I know perhaps it's easier said than done, but when you see an approach going wrong shouldn't they have taken control earlier?
QR do recruit SO's with some commercial experience also, but when it comes to allocating types they choose to put 200 hour guys on the A330 and put guys with commercial experience on the smaller type. It's immensely strange how it all works.
Regarding the hard landing, yes it can happen to anyone, but doesn't the Line-Trainer bear some responsibilty in this case too? I know perhaps it's easier said than done, but when you see an approach going wrong shouldn't they have taken control earlier?
Last edited by Hikmah; 13th Jul 2008 at 18:17. Reason: spelling... :-)
Join Date: May 2005
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8.5 g hard landing..?
Let's be serious., it's not a landing anymore......!
The a/c should be under the runway in JED and not in DOH!
Let's be serious., it's not a landing anymore......!
The a/c should be under the runway in JED and not in DOH!
Last edited by salamalikum2; 13th Jul 2008 at 16:27.
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Please do not blame it on Flaps 3. Been flying the Airbus (320/330-00,300) for 6 years and been landing on 3 or FULL (LHS/RHS), almost every other day subject to conditions and authority requirements eg BKK-minimum flaps setting as per manufacturer. Problem is pilots do not "practice" and be comfortable with 3. That is why when some pilots do land with 3 they cannot or unable to see the "picture" and have good judgement. Not every landing is the same. Even the Supp Tech for approach into W/Shear area (I do not mean flying into one!) recommends 3. What about Direct Law (A320) and single engine failure (A330)? We land on 3. So what is the fuss all about. You do not practice then you would not have the confidence or skill level to do it properly, safely and understand its behaviour. Also do not pinpoint it to the PNF for not taking over etc etc. It is quite difficult to do so, really. Even with Boeing or any aircraft with the control column/yoke, one cannot really judge whether it is going to be a firm or HARD landing. Let us learn and be more aware as well as review any procedures or recommendations by aircraft manufacturers to avoid or minimise HARD landings. Be a professional, land with 3 or FULL is correct and legal as well as SAFE. Same goes for Boeing, eg B737 F30 or F40 (if I remember correctly, many years back!). Safe flight, always!
Join Date: Oct 2007
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Thought he is flying in Costa Rica!
YouTube - Southern Air (747) in Costa Rica
YouTube - Southern Air (747) in Costa Rica
Join Date: May 2007
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Flaps 3
Guess when we land F 3 its easy to hit the tail with A330-300 or A321 so you have less pitch tolerance to pull during landing .
If you land with full flaps there is almost no chance to hit the tail and people are able to pull it in case of sink during ldg.
If i have choice between hard landing and tail strike i prefere hard landing. Its only warning letter or demotion but tail strike is TERMINATION with a confirm seat ticket .
If you land with full flaps there is almost no chance to hit the tail and people are able to pull it in case of sink during ldg.
If i have choice between hard landing and tail strike i prefere hard landing. Its only warning letter or demotion but tail strike is TERMINATION with a confirm seat ticket .
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Flaps 3
Sorry PITA but you are wrong concerning the 321.
The pitch change between flaps full or flaps 3 is negligeable on the 321 contrary to what most people think.
It's more critical on the 320. Hence most tail strikes due to Config 3 happen on the 320 or 319.
The pitch change between flaps full or flaps 3 is negligeable on the 321 contrary to what most people think.
It's more critical on the 320. Hence most tail strikes due to Config 3 happen on the 320 or 319.