Only 1 GA for me (so far) Delta 767 from ATL to MIA - departing aircraft (Air Jamaica A320) on runway was reluctant to go so up we went - just as Air Jam starting rolling. (looked close(ish) from the ground according to friends (one of whom was ATC at West Drayton at the time)

Have been in reverse situation ie - been sat on the aircraft lined up and ready to go, lot of noise and the shadow of a 737 goes over the top. (Sat on a MAS 737 at Jakarta)

If you want the GA experience then get yourself on flights into LBA at this time of year.

Had one earlier this week, the BMI 2040 LHR->LBA on Monday evening. Breaking through the clouds for R14 I thought we were getting very low before seeing the ground. Then whey hey! Full power and time for a GA. Crew were fine, made the annoucement as we climbed up then the flight deck came on to explain that the landing ahead of us hadn't cleared the runway and there would be another 5 mins as we tried again. Phew, I wasn't looking forward to another diversion to MAN (which is a risk we run with at LBA this time of year).

I think that's my 3rd GA at LBA. A few years ago the captain made 3 landing attempts before getting through a gap in the clouds. The other time we couldn't get a gap and had to divert to MAN :-(

Have also had one at LGW on BA. Again, the aircraft ahead was slow on departing the runway.

Aaah, there's nothing better than "a gap in the clouds" eh Hoskins :E

GA
 

of 748 flights in my log sheet, I've had two go arounds.

First was AA on approach to DCA. Its been a number of years, I don't recall if it was in an F100 or an MD80. In any case, I recall the sudden surge and lift upward. Shortly thereafter, the pilot came on and said someone missed an exit and was still on the runway. 20 minutes later, on the ground no problems

Second was recently on Virgin Blue into ADL. Very windy afternoon, and it looked as if we were going to land, but at about 100 or so feet up the pilot pulled up and the first officer came on board and said conditions weren't right, and we went around and then landed. It was very windy, and I recall thinking, "Gee, its taking awhile for the front end to come down." Eventually it did of course, and the flaps were deployed. I don't ever recall flaps being deployed that long on a 737-700 that I've been on, and I actually thought "Hmm, I wonder if we're going to eat grass" I haven't a clue how long the runways are or how much we had left, but I was ready to open the Delorian exit door and be the first out. :E

Now that I've experienced that, I'd like an aborted takeoff, please. :}

I also want to jump down an escape slide. Its kinda like wanting to see a tornado in person.

Back in 2004 was on a Qantaslink (Eastern) Dash 8 flight from Sydney to Moree with a stop in Narrabri. Bumpy ride out of Sydney, cloud cover the whole way. Pilot configured for landing and attempted to establish approach at Narrabri, but as we broke through the cloud cover, aircraft pitched up sharply and power was increased. Very impressed by Capt's prompt announcement once we'd gained some altitude that we had aborted the approach as he had been "unable to see the runway above the minimum safe altitude", so we discontinued. CC, well one FA, pregnant at the time, remained very calm throughout, and very reassuring to distressed passengers following the subsequent bumpy, but successful approach.

After spending some time on the ground (the crew advised they were waiting for instructions from the company as to if they should continue to Moree), we took off again before the F/A had finished the safety breif, and once again the Capt. promptly advised that we had taken advantage of a gap in the weather, but that we had enough fuel for one attempt at Moree, and if he couldn't see the runway we would divert to Tamworth. Fortunately, after a few low circuits over the airport, we landed on the first attempt. Was very impressed at the level of information given to us by that crew, and as i was travelling with my mother, a nervous flyer at the best of times, it was very reassuring that the crew had done everything possible to keep us calm, happy and informed. Only heard one pax whinging about the late arrival, of roughly 25 on board!

On another note, I have been in 3 rejected take-offs in a C206, but that was with a full load, on a very short strip!

We usually spend the summer in Greece flying into JMK, before staying or sailing elsewhere. Have had 4 go arounds there in a 737 and 757 in the last few years (which I quite enjoy as you get a good view of the island) because of the strong northerly winds plus, I suspect the mountains around the end of 34 must cause some problems.

Always impresses me how the crew get us down on the ground, which knowing the airport must be a fantastic piece of hand flying. I remember one year, after going around we came in for a second attempt and we seemed to float and float and eventually touched down as we were about to pass the terminal building - the pilot braked so hard we thought we were going to finish the flight in the cockpit! One of the few times i've twitched nervously :)

I've had three

An Aer Lingus 737 into Cork (southerly approach) in bad visibility where the pilot decided he was landing too far down the runway

An Aer Lingus A320 into Cork (northerly approach). This one was odd. On the first approach, the aircraft seemed to be making constant adjustments causing considerable nervousness among the passengers. The second approach couldn't have been smoother. There were no announcements and no obvious weather reasons.

A Ryanair 737 into Dublin. Again there were no announcements, but there were fairy severe winds at the time.


I also had one incident when I was expecting one where I didn't get it. On an A340 into Amsterdam, the aircraft seemed to be lining up to come down a bit shorty of the runway. We came down to around the height of a four storey building and I was saying to myself "Here comes a go-around". Sure enough, the engines fired up, but only enough for the aircraft to maintain height and then it was brought down successfully onto the runwaya few hundred metres further on.

I had my first the day before yesterday on an EasyJet Airbus 319 (I think) into LGW from Valencia. Wasn't nearly as hairy as I thought, though I suspect it was quite an early abort (I tend to have my nose buried in a book or puzzle to keep my mind occupied and rarely look out the window).

The CC immediately announced that it was SOP for all kinds of reasons and not to worry, then once we were back up and circling, the captain came on and cited "operational reasons" :D

Unfortunately the plane was already an hour behind schedule and the GA added the vital minutes that meant we missed our next flight to Edinburgh - checkin closed 5 minutes before we got to the desk. That's not to say I don't appreciate there was a bloody good reason for the GA, of course, whatever it may have been :D

Round of applause when we did get on the deck which was amusing :)

Quite a lot of flights but not as many as some here I am sure so perhaps i should feel priveleged or alarmed having been through ten. Impression each time was no real drama. Although the AMS approachw as rough and I could clearly see the rwy lights from my window due to crab angle and the Bermuda one was very very rough-place to avoid in mid winter if you dont like scary turbulence all the way down the approach.

The 747s were amazing just that magic RB211 spool up growl and effortless soaring away from the ground real power. The MD 80s were cool too- amazing take off deck angle even normally and real rocket ships on a go around.

I rather liked all of them actually except the Atlanta ones but that was because I knew if we didnt land off the second approach I was stranded there for 24 hours


BA747-200 Nairobi-- No rwy in sight at decision height-oddly enough Icould see the ground pretty clearly sitting just in from of wing and maybe I supoose 30 ft below the pilots


BA747 200 LHR-- ac not vacating

BA 747 400 JFK-getting too close to guy in front on short finals


DL737 200 Fog at ATL-- 2 missed apps divert to Chatanooga


BA 777 Storm windhear warming at ATL divert to Charlotte


Eastern 727 kindley field Bermuda windshear on finals


KLM 737 -400? AMS Windshear finals


BA767-300 Rome Crosswind out of limits


SK MD80 Brussells -traffic seperation


SK - MD 80 Arlanda - low altitude fog

Many years ago, 747 into Moscow in a snowstorm. Looks like we are flying through milk. Plain suddenly climbs and banks left as what appear to be the runway lights come into view, also on the left. Some cabin crew and passengers scream. We circle for about 2 hours then come in for an extraordinarily bumpy landing. A few hours later, we land at LGW (may have been LHR) as though the pilot is landing an apartment block he no longer needs. A very thought-provoking flight indeed.

Also did a flight from LAX to NRT which took something like 30 hours instead of 9, including 2 attempts to get off the ground at LAX followed by a low, wheels-down flight up to SeaTac, sitting on the aircraft there for several hours before being bussed to a motel overnight.

Then there's been a couple of GAs at LBA, but everyone seems to have a couple of them!

I had my first on 5 March, LH 321 FRA-LHR. Very bumby coming in over London with the aircraft moving about on all axes, I had a feeling it may happen. Not sure how far off the ground we were but the TOGA button was pushed and up we went again. Aircraft was made clean and we went round. Captain advised we had a windshear warning. Second attempt approach was just as bad but managed to make it down this time. Small round of applause from some pax. There were some pale faces getting off that flight. Mine wasn't one of them!

I saw that one from the tower....looked interesting! :eek:

First one for me in 30 years of flying around europe, north america and the sth pacific was at SFO.
One of the benefits of flying UA is the channel allowing you to listen to the cockpit audio.As a self proclaimed geek I was listening in on final approach arriving last Sept from Denver. At the same time arriving on a parallel runway, was a a SQ 777. It was a rush to feel our aircraft's engines kick in and pull us out of there. You could sense a slight sense of urgency leading up to our go around. All was explained in the aftermath and it was albeit a tad exciting for this white knuckle flyer

What a great idea, if only all airlines did this. This SLF would love that and would probably get over my nervous flying.

The VHF feed to the 'entertainment' channel would be switched off on any flight I am captain of should my airline ever decide to provide this feature.

I am not there to provide entertainment for passenger amusement. The same would go for any external video cameras.

Just think it through, the captain would always be given the sanction of turning the feeds off. If it is switched on, for 99% of the flights from engine start to shutdown, but switched off for 1% due to technical problems or weather conditions not for public consumption, what would a nervous passenger think when it was switched off? OMG, we are going to die? Much better that it is not switched on to start with, imho. Ignorance is bliss.

840
 

"I also had one incident when I was expecting one where I didn't get it. On an A340 into Amsterdam, the aircraft seemed to be lining up to come down a bit shorty of the runway. We came down to around the height of a four storey building and I was saying to myself "Here comes a go-around". Sure enough, the engines fired up, but only enough for the aircraft to maintain height and then it was brought down successfully onto the runwaya few hundred metres further on."

840, was it, by any chance, a very windy day with winds blowing from the southwest? 'cause in that case they sometimes use R/W 24 for landing, but this R/W does not have an ILS in that direction. So they use the ILS of R/W 22, then "circle to land" (actually a 20 degree right turn and a bit of power since 24 starts more or less at the end of 22) on 24.

BTW R/W 22 is only 2000 meters so it's only used for GA, BizJets, small commuters and the occasional 737, if the winds are OK. R/W 24 is 3500 meters so is suitable for the big iron.

Backpacker

Interesting viewpoint re strong SW winds at AMS.

My experience of flying in there over 100 times over the past 17 years or so is that I have only ever landed on the short runway 22 once, and never on 24.

This despite the fact that when the winds are strong, the are frequently from that direction. I had been told that this was due to the local noise lobby determining the operational policy rather than airmanship.

My experience is that they will frequently use runways 27 and 19R as was (and now the new polderdam? 18R) with sizeable crosswinds for arrivals and 24 for departures.

The turbulence onto 27 especially in strong SW winds is quite pronounced
...

Why should it ever be turned off?

Remember that we are paying customers who are putting our trust in your airline to transport us safely from A to B. Why should any weather conditions or other situation warrant the pax being left in the dark? If a situation is ever anything less than 100% safe why shouldn't I as a passenger have the right to know?

If a pilot is not doing anything wrong, why have anything to hide? If you are breaking any rules then surely you need to consider having the rules changed rather than breaking them as this is the start of a slippery slope?

Please remember that whilst sitting at the front you know exactly what is going on, further back there are many very nervous pax who imagine all sorts of events and situations. I am one of those and it is quite easy to adopt the "OMG we're all going to die" mindset for no real reason anyway. The lack of knowledge about what is going on is often the cause of this.

The suggestion to switch off a system at certain times is not related to your 'right to know' - when it comes to listening in to the comms, you have no rights: Sorry to be so blunt.

An airline chooses to install a system for your entertainment: It also chooses the content and availability, just as on any other IFE channel. You have no 'right' to access IFE information, although if the IFE is unavailable on any given sector, you have the right to complain to an airline.

The issue, anyway, is not about an intention to keep you, or anybody else 'in the dark'. The issue is that an event, which may be un-challenging to those trained to fly, may be perceived as being something worse than it actually is by those who are not. Your personal experience level may be quite high, but that may not be the case for others, and this will inevitably mean that there will be varying levels of apprehension. Your desire for visibility of the proceedings may not be matched by others. Besides, once in posession of your own (probably faulty) assesment of the ongoing event - what are you going to do with it? Offer advice? Assist in some way? Phone your lawyer?

:confused:

I am not sure I would want my whole working day monitored, so I have sympathy on that point, but IF an airline decides it wishes to provide this service to its customers then they have given me the right to listen and removed your right to privacy - the gripe would be with them.

I think the crew need to take a look at their superiority complexes which lead them to believe it is nothing to do with the pax. This smacks of the old days when the F/O was not allowed to question to Pilot's decisions and how many accidents resulted from that? I was reminded of the Kegworth disaster in a post recently and advised to always mention to the cabin crew if I thought there may be a problem with the aircraft - maybe if the pax had heard the cockpit audio and seen that the wrong engine was being shutdown, that whole disaster could have been averted? Perhaps a very experienced aviator is on board and may be able to assist if there is a problem on a flight - I remember a flight that crashed in the US many years ago where a pax turned out to be a pilot who assisted in operating the throttles when things went bad. There could be situations where we would have an input, but these are rare cases and of course I wouldn't be phoning my lawyer from on-board.

On the other hand I can accept that some pax may react badly to listening to information that they don't understand, and that those listening would have a responsibility to deal with what they hear correctly. As with TV etc, those who don't wish to listen can turn off.

TopBunk
 

TB, I checked the AIP and I could find no reference anymore to the procedure where you use the ILS 22 to land on 24. Perhaps it was indeed removed as an official procedure for noise reasons. I don't know. It is true that the ILS 22 takes planes more or less over the center of Amsterdam. OTOH - in a storm who's going to hear an aircraft overhead at 2000'?

Another reason might indeed be that now that the Polderbaan (18R/36L) is open, this runway is favoured above all others due to noise pollution reasons - although I know quite a few people living near the 18R approach path that do not agree...

BTW at or about the same time the Polderbaan (18R/36L) was commissioned, the earths magnetic field apparently had shifted so much that they also renamed the other two N/S runways. We now have 18R/36L (Polderbaan), 18C/36C (Zwanenburgbaan), 18L/36R (Aalsmeerbaan), 06/24 (Kaagbaan), 09/27 (Buitenveldertbaan or Bulderbaan) and 04/22 (Schiphol Oost baan).

I understand why you wouldn't want yourself being listened to, and that's your choice - but external cameras - why? Do you also ask your pax to close the window blinds at all times?

Depends on the individual. My way of coping with bad things (should they happen) is that I like to know as much as possible about what situation I'm in and how bad it is, such that I can plan a decent way out of it, if at all possible. I don't like to stick my head in the sand. I am aware opinion is polarised on this, however...

I haven't been on United Airlines in many a year. Back when I rode them more frequently I found that "Channel 9", the ATC channel, was activated only about half the time.

Back to the subject of this thread, I rode what I think is my first go around in over 50 years of air travel on March 10. We were approaching Cleveland KCLE in very dense clouds. I couldn't see the wingtip it was so thick. Eventually we went back up. On the second approach we broke out of the clouds at a few hundred feet altitude. The route of my flight shown on Fl***tAw**e showed a one-loop holding pattern just before the airport. That flight/number was replaced the next day when the USA went on Summer Time (DST).

Backpacker

I didn't mention that procedure:}.

What I said was that I had only once ever landed on rwy 22 in over 100 visits and never on rwy 24.

Maybe you are thinking of another post.

Brummygit

No, that haven't. They have provided me with the option to activate the feed, just in the same way that they give me control of the seatbelt signs. I decide what you can hear in the same way as I decide when you can move about the cabin and when hot drinks can be served.

My working day is already monitored more intensely than you probably realise - every second of every flight is replayed by the company to ensure procedures are followed and the aircraft is operated within all limits, so don't tell me about aircrew 'superiority'.

What I do not think is prudent is for untrained ears to put 2 and 2 together and come up with 5 with only 10% of the available information at their fingertips. We all know how quick people are to ring up the press with often unproven sensational stories that damage individuals and companies.

My take on a live ATC feed is that it is something dreamt up by marketing teams as a gimick - I repeat, it will never be enabled on any flight I command. If you don't like that - tough!

As pacer142 said - this subject is very polarised and so rather than degenerate this thread into an argument I think I'll back away from further inflaming the situation.

I do miss the pre-9/11 days however. I got invited to ride in the jump seat of a Sabena 146 from just after take off from Brussels until after landing at BHX one time, and many flights used to leave to cockpit door open for the duration of the flight. This was all very comforting for a nervous flyer and these days of locked and bolted cockpit doors are much less fun for the white knuckle riders amongst us. Sadly those days appear to be gone forever.

My first experience of a go-around was in November 1984 when returning to BFS from LGW with the future Mrs. Frequentflyer on a Dan Air 1/11.
As I remember it took four attempts to land because of fog over the runway and the pilot came on the intercom to tell us he was 'embarrassed' to say a British Midland DC9 had managed to get in between our attempts.
He also said if he couldn't do it we would have to divert to DUB.
As we descended again only to power up and climb back into the sky I can remember the woman sitting behind me saying: "Oh please. Just go to Dublin."
I had no more experience of go arounds until a few years ago when Mrs. Frequentflyer and I were on board an Embraer 145 travelling from BHD to MAN.
During the final stages of the descent over Stockport the plane lurched violently from side to side. The first lurch meant we were looking down the wing at the ground and less than a second later, or so it seemed, we were looking up the wing at the sky.
The pilot immediately accelerated and climbed before telling us we had encountered the wake vortex of a much larger aircraft.
On Christmas Eve 1997 we were approaching Manchester in an ATP in the roughest flying I've ever experienced.
I went so far as to warn Mrs. Frequentflyer a go-around was a strong possibility but when it actually came to landing we hardly felt the wheels touch the ground.

Top Bunk,
I agree with your attitude to the live feed,the vast majority of SLF are (in my experience) at least slightly nervous and to have one listening to the live feed and spreading possible panic is the last thing we all need.
Regarding the cameras am I right in thinking that generally during takeoff and landing the films/TV would be off anyway so also would an external camera view ?



Gavin (SLF)

I can only comment based what I've seen/heard in my flying. The only external camera's I've seen used are on SAS. Cameras were generally on forward facing during takeoff and landing.

As for Untied's channel 9. I'm not sure what people are assuming it is or isn't, but if I recall correctly, its just whatever ATC the pilots are communicating with, and their responses. On occasion you'll hear other pilots reading back instructions, that's about it. Any other communication .. such as those within the cockpit, or if a pilot were to contact the company are not included.

Most of the time UA pilots will make it available. Some will turn it off for takeoff and landing. Frankly, its not very entertaining most of the time...particularly over the Pacific at 4am local time.

I've flown JAL long-haul a few times and the external camera has always been on for the whole flight - including landing - right up to the point where we're parked at the terminal. As stated, pretty tedious during the flight but great fun when coming into Kansai, low over the water. They even display it on the main cabin screens during landing, so you don't have to go looking for it.


Don't see the problem myself, but I'm happy to let El Capitano have the final call if he's agin it. I'd rather be flown by a comfortable and non-tetchy pilot any day. :)

I had it happen once on a flight from CGK into SIN on an SIA 777. Just as we came into land, and I think the wheels made contact, the engines suddenly roared and back up we went, much to my surprise!

Fairly quickly the Captain came on and said very calmly that a strong tailwind had blown up as we were landing that was too strong for that type of aircraft to land in, so we would have to go around.

Luckily I was in Raffles Class so the guy I was sitting next to and I called for a drink to calm our nerves...

as a cabin crew member i have flown with easyjet for just over a year, last summer we were coming in to land at AGP (malaga) and had to do a go around at 80ft (or so the pilots said!) we were immediately pushed into our seats as the plane powered up and gained height then lifted off our seats as they straightened out. It took a little while for us to realise what was going on but we were soon aware of what happened.
The main thing we have to do in this situation is re-assure the passengers sat around us and the purser has to make a PA to tell everyone of what has happened. Once the pilots are in a possition to do so they also make a PA tell confirm what has happened and why. In this case there was another aircraft on the radio, speaking in spanish and our pilots couldn't get a word in edgeways to ask for clearence to land, so at 80ft they had to abort the landing. They then telephoned us to check that we were ok and ask how the passengers were.
The weird thing is on disembarkation none of the passengers believed why we had to go around they all thought that there was something wrong with the aircraft, some of them even blaming easyjet for it!! but for me i found it quite exciting, like being on a roller coaster! The aircraft (as i see quite alot of people here always like to know!) was a B737-700:ok:

johnezy That sums it all up! On almost any day the pax are gonna blame the carrier and the staff that they can see in front of them. :rolleyes:

yeah this is very true, and don't i know it lol! still not bad over 650 flights and only 1 go around! you'd think that flying that much i would have more stories lol!

Two in one flight being trooped into Aldergrove by VC10 many, many (but not too many!!) years ago. I only remember much bouncing and battering rain very close to the deck. A remarkable ride which ended with a greaser. More fun than DisneyWorld.:}

That's true of any industry though - you blame the person who is most visible. I work in I.T. and the Helpdesk get sworn at for everything from mains power failures to the cleaner unplugging a PC to use her vacuum cleaner (part of my job is to try and make abusive callers apologise, so they don't always get away with it! :ok: ).

Who amongst us has not at least felt the urge to rip into some call centre's cold-calling lackey, after being dragged from the bath by a ringing phone?

It's an unfortunate fact that any kind of customer-facing role will mean absorbing a lot of sh1te that isn't strictly "ours".

Dear Topbunk
Be glad you have the choice about your RT being monitored by your customers! As a controller, I can see spotters from the tower every day, scanners poking out of their anoraks. On my way home, I've passed them and heard them discussing how they would have done things better...

35 years of flying - about 10-20 flights per year (on average) and I have my first go around coming into Belfast in early Decemebr 2006. Wasn't really a suprise given the lead up to it.

Easyjet 737-700 Luton to Belfast, short hop between cities. It is never a really smooth flight given the route, especially in the winter. Take off is choppy and as they always seem to go up to FL410, the aircraft bumps between transition layers (hope that is the right term). And the landings - well, smooth is not a word you would use for BFS!!

This flight was going to prove that to the max.

The Captain asked the cabin crew to prepare for landing early as he was expecting "a really bumpy ride for the last 20 muinutes". Everyone strapped in, gripped the arm rests and chatted nervously- a truly jittery cabin of passengers - and then the ride began!!

Coming in over the bay, setting up for a normal approach, the bumps start. Broken cloud means we can see the ground and get a real impression of the undulations of the aircraft. At this stage, it was nothing to bumpy - unpleasent, yes, but not anywhere near as bad as I have had in the past on this very route.

Alas I relaxed too soon. At around 3000ft, lining up on finals, it got very rough. You could feel the aircraft shimmering as it swayed. Between the right wing dipping, yawing to the left and the nose pushing downwards, gasps prevailled around the cabin. I was willing the pilots to hold it whispering to myself" Come on, get it" as we swang from one impossible angle to another. The engines spooled up and down as the air crew fought to hold the ILS. It was a valiant effort.

But just as the perimeter fence came under our belly, even their vailant efforts were to no avail. A huge wind sheer sprung up and threw us towards the ground, the right wing dipping dangerously close to the grass. People gasped, cabin crew looked shocked - and the the pilots? - well they did exactly what they had trained to do and threw the thorttles wide open and executed a go around.

We were about 100ft from the run way and pow!! Those engines can surely go when the want to. Sharp bank to the right and away we climb.

Announcements made to reassure a very shocked and neervous cabin. Captain says "...too dangerous to continue the approach...."

We cleared off to a holding pattern over the bay and waited for the weather to calm down. 20 minutes of circling at the base of the thicking clouds - very bumpy, but I don't think anyone cared as long as we were flying, and not in that tumble dryer of an approach.

So we try again and to the relief of everyone, the next approach was normal and somewhat un-eventful. We landed, taxied and departed in silence.

Passengers phoned loved ones, consolled each other whilst waiting for their luggage.

The pilots walked in in thir shirt sleeves. All looked on expecting a harried pair, sweating buckets. But they were dry as anythiing, calm and looked generally happy with themselves.

Could they not have looekd just a little flustered - to at least make us nerve trodden passengers feel like it was actually as bad as it felt????

Obviously not!

Training, skill and a love of flying - the qualities that makes passengers trust pilots with their lives.

3 and 2 half GAs
 

Zurich - GA twice. Terrible weather, not stabilised on the first approach, second GA was a surprise to us pax but the captain later said that the tower gave him warning of wind sheer(?) , he said that if we did not get in third time we would divert. Third approach no problem, lots of power pretty smooth all the way down. It was pretty scary however on the first/second.

Basle(I think), not quite a GA, Turboprop on finals for one runway had the runway changed at the last minute. No reason given but getting off the plane I asked the captain and he said "Ah, you noticed! I haven't landed on that one for a while and I thought I would just practice" - never did find out the real reason.

Geneva - again a turboprop I think, did not get confirmation of undercarriage locked down, ok 2nd time around but we did get a fire-engine escort on each side down the runway.

Best ever not quite GA was SAS into Seattle/Tacoma, there was a camera on the nose wheel and most of us where pretty sure that he was lined up to land on the highway until a Hard Left/Hard Right or was it hardRight/HardLeft put us back on track. Whether it was really the highway or just a mix-up with a LH and RH runway (are there two at SEA?) I do not know. So much for all the modern nav-aids!

That's my lot for over 20yrs approx 2000 flights.