LH446 violent go around, July 31, 2013.
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LH446 violent go around, July 31, 2013.
I was a passenger on LH446, July 31, 2013 from Frankfurt to Denver experiencing a very rough landing: after a violent touch down the pilot decided (probably wisely!) to initiate a go around causing prayers and vomiting among the passengers. Here is a link to a photo of the cabin after the second landing:
https://www.dropbox.com/s/gp0bi16uhh7wf76/KabineDIA.jpg
Not being a pilot, I am curious for answers to the following questions:
1) Is it common not to share any information whatsoever with the passengers about the incident? Many were scared not knowing what happened.
2) When is it appropriate to inspect the plane for structural damage (it seems that the plane returned to Frankfurt a few hours later)?
https://www.dropbox.com/s/gp0bi16uhh7wf76/KabineDIA.jpg
Not being a pilot, I am curious for answers to the following questions:
1) Is it common not to share any information whatsoever with the passengers about the incident? Many were scared not knowing what happened.
2) When is it appropriate to inspect the plane for structural damage (it seems that the plane returned to Frankfurt a few hours later)?
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LH446 violent go around, July 31, 2013.
1) we as pilots are more concerned with flying the aircraft than telling folks behind us about it. Some reasons would require too much backfill in the time available. Having flown go-arounds, and been a passenger in a go-around, I see how it seems like an eternity to the passengers but really we are working like one-armed paper hangers up-front.
2) if there is a suspected heavy landing (experience, we don't have G-meters to read from), or visible evidence like scuff marks on the aircraft, and some aircraft types are fitted with caution/alert lights for strikes or very heavy landings.
2) if there is a suspected heavy landing (experience, we don't have G-meters to read from), or visible evidence like scuff marks on the aircraft, and some aircraft types are fitted with caution/alert lights for strikes or very heavy landings.
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Wow, that looks like it really was a hard landing. Either that or that panel had been serviced prior to flight and didn't get put back in very well. All it needed was the right bump to come out.
Either way, I'm sure the crew were working their butts off performing the go-around.
In our 767's, we will receive a print out on the ACARS if we do a hard landing beyond a certain parameter. Not really sure what the parameter is as I haven't had one print out yet.
But I think you can rest assured that if there would have been any damage beyond what you witnessed in the cabin the plane would have been delayed for an inspection.
If you want to see a hard landing, watch this video.
Several months later and it is back in the air flying just as straight as it ever did.
Either way, I'm sure the crew were working their butts off performing the go-around.
In our 767's, we will receive a print out on the ACARS if we do a hard landing beyond a certain parameter. Not really sure what the parameter is as I haven't had one print out yet.
But I think you can rest assured that if there would have been any damage beyond what you witnessed in the cabin the plane would have been delayed for an inspection. If you want to see a hard landing, watch this video.
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I really appreciate these comments from the pros up front! Let me add, that the total silence from the cockpit even after being safely on ground created unnecessary anxiety among the passengers. The photo displays only one dislocated panel, but there were several.
I myself had trouble coming to terms with the incident. It helped doing some Googling finally encountering the article
http://flightsafety.org/asw/apr10/as...22-25.pdf?dl=1
describing a similar incident in Sydney 2007. Seems that microbursts can be an issue flying into Denver.
I myself had trouble coming to terms with the incident. It helped doing some Googling finally encountering the article
http://flightsafety.org/asw/apr10/as...22-25.pdf?dl=1
describing a similar incident in Sydney 2007. Seems that microbursts can be an issue flying into Denver.
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The airbus will auto-print a G-load report if an inspection is required. You can also manually bring up a report that will give you a whole list of various g-load values next to time information if the crew wants to see how hard a landing was. But in essence, if no report is auto-printed after landing then there is no need for concern about structural damage and no inspection is required.
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"Rough" landing is a pretty subjective term, but a post-touchdown go-around (aka rejecting landing) is fairly uncommon. In seven years of airline flying, I've never done one.
