Go around!
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Usually a public transport aircraft is flown gently, rate 1 turns, so as not to upset the passengers. Thinking of us, I am told, as eggs, not to be scrambled! Firm but steady takeoffs, requests for higher or lower enroutes to avoid turbulence, etc.
So I was delighted to be treated to a go-around by Aer Lingus at Dublin, no messing, full power, steep turns, loverly!
Does anyone remember hearing about a 707 being reposessed by a skilled ferry pilot who wanted to find out could it do a roll? Answer, it could.
So I was delighted to be treated to a go-around by Aer Lingus at Dublin, no messing, full power, steep turns, loverly!
Does anyone remember hearing about a 707 being reposessed by a skilled ferry pilot who wanted to find out could it do a roll? Answer, it could.
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Came into Gatwick on an easyJet A319 on Sunday, a year to the day of going round twice at City on a BA RJ100, when we went around on short finals. No drama really until one of the Cabin Crew immediately came on the tannoy as the flaps were still retracting in to try and calm the (non existent) panic by telling us that the Captain had "decided not to land" for "operational reasons". His tone suggested he thought we were going to hit the ground like a dart made of bricks at any moment! NOW it was at this point the passengers got nervous!
Later when we were downwind, the laid back and dulcet tones of the Captain as he explained the aircraft departing ahead had undergone a rejected take off was a country mile from the STRESS levels in the poor cc's voice! You've either got the patter or you haven't.
Not helping love...really!
Later when we were downwind, the laid back and dulcet tones of the Captain as he explained the aircraft departing ahead had undergone a rejected take off was a country mile from the STRESS levels in the poor cc's voice! You've either got the patter or you haven't.
Not helping love...really!
Only one GA in twenty odd years, but it's quite a GA. When you fly into Kandahar in Afghanistan it's in a darkened RAF Tristar showing no light and with body armour & helmet on. We were very close to the ground as far as we could tell when engines went to full and up we went again.
A few minutes later the Sqn Cdr pilot came on to tell us that ATC (run by the US at the time) hadn't given clearance so he'd gone around. He then added the phrase 'if the Taliban didn't know we were here before they certainly do now....'.
A few minutes later the Sqn Cdr pilot came on to tell us that ATC (run by the US at the time) hadn't given clearance so he'd gone around. He then added the phrase 'if the Taliban didn't know we were here before they certainly do now....'.
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Just one GA in approx 400 flights - a BA 737 going into Amsterdam about 10 years or so ago. Wasn't very exciting as we were still in cloud, and although the captain said it was due to an aircraft on the runway I'm not convinced he wasn't sparing us some stress, as (based on the cloud level when we got in second time) we were probably still 5 minutes from touchdown. Thus the power increase was minimal, so didn't get much of a buzz!
Mrs CP had one at MAN a year later, which didn't start until almost at the threshold (I was watching from the multi storey car park) due to an aircraft rolling late, so she got the full GA power and sharp right turn round the tower to avoid the departing. Completely wasted on her as she didn't even notice until I told her about it afterwards - she gets very engrossed in paperbacks when flying.
Just the one RTO too, which combined with someone else's GA. On a Transavia 737 at LGW, we start rolling down the runway, then jammed the anchors on and stopped. Meanwhile heard and briefly saw an aircraft very low overhead. Apparently the gap that ATC tried to squeeze us into wasn't quite big enough according to the captain (though the controller may have seen it differently!). We just stayed put for a minute, then opened the throttles and departed. Presumably we hadn't been going fast enough on the first attempt to require any delay for brake cooling.
Mrs CP had one at MAN a year later, which didn't start until almost at the threshold (I was watching from the multi storey car park) due to an aircraft rolling late, so she got the full GA power and sharp right turn round the tower to avoid the departing. Completely wasted on her as she didn't even notice until I told her about it afterwards - she gets very engrossed in paperbacks when flying.
Just the one RTO too, which combined with someone else's GA. On a Transavia 737 at LGW, we start rolling down the runway, then jammed the anchors on and stopped. Meanwhile heard and briefly saw an aircraft very low overhead. Apparently the gap that ATC tried to squeeze us into wasn't quite big enough according to the captain (though the controller may have seen it differently!). We just stayed put for a minute, then opened the throttles and departed. Presumably we hadn't been going fast enough on the first attempt to require any delay for brake cooling.
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As regular pax over the last 10 years (c.400 sectors?) I've experienced 3 go arounds. Weather at BHX, weather at JMK and runway not vacated at CDG. The BMI pilot at CDG made the best PA "The observant amongst you will have noticed we didn't land...."
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Please excuse my very late reply to your comments. I am pretty busy these days with limited internet access 
Now, thanks for all your comments and interesting stories. Although it is called the "Professional Pilots and Rumours Network" it is still a valuable place to talk about aviation even being a pax only.
Also thanks to all those pilots and cabin crews that moved me around the globe safely and comfortable.
Now, thanks for all your comments and interesting stories. Although it is called the "Professional Pilots and Rumours Network" it is still a valuable place to talk about aviation even being a pax only.
Also thanks to all those pilots and cabin crews that moved me around the globe safely and comfortable.
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I'm an intermittent flyer. In a total of less than 50 flights I've had at least to GA , one hard landing and one scary take-off. GAs were inbound from NCL to LHR - plane not cleared run way. Inbound at NCE, not sure why, might have been light plane that was dickering around, but we were in a BA 737 did the hard bank and full welly - I got a lovely view of the Med. Hard landing was at L:GW - real teeth rattler. and the scary take off was at the Azores. Flight was from LGW to ANU, but we had medical emergency - think it was a cardiac so diverted to the Azores. Having taken the passenger off, the flight crew took the 747 up to the end of the runway, stood on the brakes, opened the throttle and let her rip. You know when it's a dodgy number if you can see white knuckles on the cabin crew. This time they were like a sheet of paper.
Can't remember how many sectors as pax but have had three go-arounds.
One was at Glasgow waiting for the fog the clear; on our third and last attempt we popped out of the clag just after the pilot had pushed the thrust levers forward! Much moaning from other pax as we diverted to Prestwick until the pilot explained that fuel was running low...
Second was at Heathrow when flaps failed to go down. Pilot explained it away as an ATC thing so no panic from anybody. I was sitting just aft of the wing and knew what had happened and rather enjoyed the faster lower approach the next time. I don't think any of the other pax even saw the firetrucks waiting for us.
Third was at Manchester when the wheel of the preceding aircraft collapsed on the runway. Although slightly miffed because I was in a hurry (unreasonable, I know), I did enjoy the first experience of landing half an hour later on 24L (or 25, or 26 - whatever it is!)
Only aborted takeoff was at Skiathos when the roll began before cabin crew were sitting down. Pilot later tried to explain it as an ATC issue...
One was at Glasgow waiting for the fog the clear; on our third and last attempt we popped out of the clag just after the pilot had pushed the thrust levers forward! Much moaning from other pax as we diverted to Prestwick until the pilot explained that fuel was running low...
Second was at Heathrow when flaps failed to go down. Pilot explained it away as an ATC thing so no panic from anybody. I was sitting just aft of the wing and knew what had happened and rather enjoyed the faster lower approach the next time. I don't think any of the other pax even saw the firetrucks waiting for us.
Third was at Manchester when the wheel of the preceding aircraft collapsed on the runway. Although slightly miffed because I was in a hurry (unreasonable, I know), I did enjoy the first experience of landing half an hour later on 24L (or 25, or 26 - whatever it is!)
Only aborted takeoff was at Skiathos when the roll began before cabin crew were sitting down. Pilot later tried to explain it as an ATC issue...
Last edited by Captivep; 15th Sep 2010 at 09:54. Reason: Just remembered another one!
Let's see...
Air India 747 at Heathrow inbound from JFK. Never did find out why. He seemed to float down the runway for a long time so my first reaction was that someone had misjudged something but later I began to wonder if maybe he was getting the tower to look at something.
BA Trident at Heathrow, full welly from 28R (yes that long ago); told the plane in front hadn't cleared.
Air France 707 at Orly due fog followed by what felt like a very low approach under the clag to Le Bourget.
US Air 767 at Gatwick (when they operated the BA flight from Charlotte) due fog; spirited climb but we made it 2nd time.
I'm sometimes surprised there aren't even more, especially at places like Heathrow. Riding in the jump of a 757 a good few years ago a combination of unusual circumstances had us much closer to the plane in front than usual with another one catching us up from behind. The one in front only just cleared as we crossed the perimiter road for 27R and full autobrake had us off the runway in time for the guy behind to land only to be rewarded with a brake overheat warning. And then comng into O'Hare (forget which runway) we had been cleared to land only to have an aircraft sitting at the taxiway by the threshold given clearance to cross; plenty of space but it was a bit of an eye openeer to me.
Air India 747 at Heathrow inbound from JFK. Never did find out why. He seemed to float down the runway for a long time so my first reaction was that someone had misjudged something but later I began to wonder if maybe he was getting the tower to look at something.
BA Trident at Heathrow, full welly from 28R (yes that long ago); told the plane in front hadn't cleared.
Air France 707 at Orly due fog followed by what felt like a very low approach under the clag to Le Bourget.
US Air 767 at Gatwick (when they operated the BA flight from Charlotte) due fog; spirited climb but we made it 2nd time.
I'm sometimes surprised there aren't even more, especially at places like Heathrow. Riding in the jump of a 757 a good few years ago a combination of unusual circumstances had us much closer to the plane in front than usual with another one catching us up from behind. The one in front only just cleared as we crossed the perimiter road for 27R and full autobrake had us off the runway in time for the guy behind to land only to be rewarded with a brake overheat warning. And then comng into O'Hare (forget which runway) we had been cleared to land only to have an aircraft sitting at the taxiway by the threshold given clearance to cross; plenty of space but it was a bit of an eye openeer to me.
One GA as pax, one emergency return as aircrew.
GA on a TWA MD-80 inbound to Sea-Tac when the nose gear failed to lock down on initial gear extension. Crew elected to abandon the approach while working the gear issue. Gear locked down on second extension attempt and landing was uneventful.
Was loadmaster on C-5A that lost #1 engine on initial climbout from Rhein-Main. I was in the cargo compartment disinsecting (i.e. setting off "bug bombs") and felt the lateral lurch when engine failed, confirmed by #1 fire handle out when I passed the flight deck en route back to a seat. Three-engine return and landing was nominal.
TWB
GA on a TWA MD-80 inbound to Sea-Tac when the nose gear failed to lock down on initial gear extension. Crew elected to abandon the approach while working the gear issue. Gear locked down on second extension attempt and landing was uneventful.
Was loadmaster on C-5A that lost #1 engine on initial climbout from Rhein-Main. I was in the cargo compartment disinsecting (i.e. setting off "bug bombs") and felt the lateral lurch when engine failed, confirmed by #1 fire handle out when I passed the flight deck en route back to a seat. Three-engine return and landing was nominal.
TWB
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Two RTOs and no more than four GAs in 12000+ hours (and NO engine shutdowns in-flight either!).
Every approach into Paris CDG was briefed as a go-around as landing clearance was invariably not forthcoming until VERY short finals. Having said that I can't actually remember ever going around at CDG! 'Landed after' on many occasions though.
Every approach into Paris CDG was briefed as a go-around as landing clearance was invariably not forthcoming until VERY short finals. Having said that I can't actually remember ever going around at CDG! 'Landed after' on many occasions though.
Only GA was way back at the old Hong Kong. (1984??) in night conditions
The approach was rough and I think GA was wind related, 50-100 foot off the runway and full power applied, then you realise how white knuckle a lightly loaded Cathay B747 can be
From nervous chatter amongst the pax to total silence in a moment till the capt came on and said oops ( aussie accent) and promissed to try better the next time
Round of clapping and cheering when we got down
The approach was rough and I think GA was wind related, 50-100 foot off the runway and full power applied, then you realise how white knuckle a lightly loaded Cathay B747 can be
From nervous chatter amongst the pax to total silence in a moment till the capt came on and said oops ( aussie accent) and promissed to try better the next time
Round of clapping and cheering when we got down
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MARY MEAGHER.
Don't remember a ferry pilot doing it, but Tex Hopkins [Boeing Test Pilot] certainly did it as a sales gimmick, with the prototype. I remember seeing a very interesting picture taken from a passenger window of, if you like, the engines being on top of the wing, rather than underneath it!!. It was inverted at the time, of course. He was called in by management for tea and biscuits.........
Don't remember a ferry pilot doing it, but Tex Hopkins [Boeing Test Pilot] certainly did it as a sales gimmick, with the prototype. I remember seeing a very interesting picture taken from a passenger window of, if you like, the engines being on top of the wing, rather than underneath it!!. It was inverted at the time, of course. He was called in by management for tea and biscuits.........
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Skipness One Echo:
Nail. Hit. Head. It was, presumably, the flight attendant's first real-life go-around, hence the well-intentioned yet counter-productive explanation.
Perhaps CC should be trained to wait for the captain to give a PA in the event of a go-around? Just a thought!
So your go-around was due to an RTO? I wonder whether it was high-speed.
In the spirit of the thread, I remember having two high-speed RTOs at Berne when I was a youngster. Lots of luggage was off-loaded because the aircraft was "overweight". Passengers off-loaded too between attempted take-offs.
But the real highlight was when the crew announced once we were finally en-route to London: "Thank you for flying XYZ (I can't remember which airline). We cease trading at midnight tonight." There was some concern whether those bags would ever make it back to London.
Nick
Later when we were downwind, the laid back and dulcet tones of the Captain as he explained the aircraft departing ahead had undergone a rejected take off was a country mile from the STRESS levels in the poor cc's voice! You've either got the patter or you haven't.
Perhaps CC should be trained to wait for the captain to give a PA in the event of a go-around? Just a thought!
So your go-around was due to an RTO? I wonder whether it was high-speed.
In the spirit of the thread, I remember having two high-speed RTOs at Berne when I was a youngster. Lots of luggage was off-loaded because the aircraft was "overweight". Passengers off-loaded too between attempted take-offs.
But the real highlight was when the crew announced once we were finally en-route to London: "Thank you for flying XYZ (I can't remember which airline). We cease trading at midnight tonight." There was some concern whether those bags would ever make it back to London.
Nick
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CC should be trained to wait for the captain to give a PA
Some airlines have a written PA in the PA manual for CC to make in the event of a go-around for this reason.
It was, presumably, the flight attendant's first real-life go-around, hence the well-intentioned yet counter-productive explanation.
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Perhaps CC should be trained to wait for the captain to give a PA
That is precisely why it is SOP at my airline for the senior cabin crew member to give the go-around PA, and the captain will give more details / reassurance as and when workload permits.
If you waited until we got a quiet moment up front, half the cabin would have chewed off their fingernails by then.
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TightSlot and G XTY: OK, I take your point.
However, I maintain that on certain flights I have flown, cabin crew PAs relating to operational matters (for example delays) have often exacerbated rather than diffused a problem. It is better to wait to hear the real reason from the flight deck.
If I experience a go-around, it will be quite obvious to me what has happened. I don't need CC to explain that "the captain decided not to land"! However, I appreciate other passengers may think that God has intervened and sent the aircraft back into orbit. What intelligent passengers do appreciate, though, is an informed explanation for the go-around. And as you say, they may have to wait some time for this.
However, I maintain that on certain flights I have flown, cabin crew PAs relating to operational matters (for example delays) have often exacerbated rather than diffused a problem. It is better to wait to hear the real reason from the flight deck.
If I experience a go-around, it will be quite obvious to me what has happened. I don't need CC to explain that "the captain decided not to land"! However, I appreciate other passengers may think that God has intervened and sent the aircraft back into orbit. What intelligent passengers do appreciate, though, is an informed explanation for the go-around. And as you say, they may have to wait some time for this.
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We're not making a 'point' - we're stating a fact: There's a big difference.
You appear to suggest that a PA from CC will not provide the 'real' reason? In fact, with the exception of sudden events such as a go-around, pilots and CC tend to communicate carefully beforehand, to ensure that there is no discrepancy between what each party will say.
Quite possibly, although you will have no understanding at all of the reasons why, or the actions required to resolve the situation. However, this rather misses the point - PA's in a go-around are not made for the benefit of people such as yourself, but for those to whom the experience is potentially distressing. Since it would be absurd to suggest that each passenger be canvassed to assess individual experience and state of mind before being given a tailored explanation, a general PA will be made to all on-board.
Nicholas49 - a little knowledge can be a dangerous thing. Sometimes it is wise to recognise that.
It is better to wait to hear the real reason from the flight deck
it will be quite obvious to me what has happened
Nicholas49 - a little knowledge can be a dangerous thing. Sometimes it is wise to recognise that.