Boy, it's noisy in here!
Of course they knew they gear was down shortly after takeoff.
The classic excuse "technical fault", or perhaps somebody forgot to check the gear pins?
For some reason they pressed on, at least when fuel got low a good decision was made. Without a transparent investigation published we'll never know.
The classic excuse "technical fault", or perhaps somebody forgot to check the gear pins?
For some reason they pressed on, at least when fuel got low a good decision was made. Without a transparent investigation published we'll never know.
So once again, with my humble apologies, I’ll quietly back out of this discussion.
ATC will give generally you any available altitude you request, unless it is in conflict with route requirements. I once did a flight in an RJ at 12,000 feet. Way low, a few questions were asked but engine anti-ice was MEL'ed and even thought it was midsummer I had to stay out of icing conditions. I also flew one in to maintenance hub about 300 miles with the gear pins installed. Max Extended Speed 250. We got no more than 220 out of it don't remember the altitude.
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Positive rate...
ATC in the US will often ask if your unusual altitude is for 'Operational Reasons' but no RVSM will be denoted in the equipment suffix.
As far as this being a previously unheard of event; if your company or regulator shares ASR or FOQA data you may be able to see otherwise.
Personally I struggle to see how anyone gets this far configured like this; but they were likely talking to company and deeply
Into the PERF pages too..
Woods for the trees.
If in doubt; re run the checklists...!
As far as this being a previously unheard of event; if your company or regulator shares ASR or FOQA data you may be able to see otherwise.
Personally I struggle to see how anyone gets this far configured like this; but they were likely talking to company and deeply
Into the PERF pages too..
Woods for the trees.
If in doubt; re run the checklists...!
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Sorry to burst your bubble but I have done more than my fair share of flying in India and with single pack dispatches. Without any exceptions, have been queried by ATC about staying at 240/250.
Always appreciated the crosscheck which I would expect from ATC. Indian ATC sure is a pain in the backside but on this I cannot judge them as dimly as you do.
Always appreciated the crosscheck which I would expect from ATC. Indian ATC sure is a pain in the backside but on this I cannot judge them as dimly as you do.
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Unless tings have changed, minimum FL on airways in India is FL280.
I did a flight with one pack inop, and despite calling ATC and telling them we could not climb above FL250 and getting their permission to fly at this FL, the moment we climbed out from MAA and asking for FL250 we were told we could not fly at that level.
It took some explaining (again) before we got clearance for FL250.
I did a flight with one pack inop, and despite calling ATC and telling them we could not climb above FL250 and getting their permission to fly at this FL, the moment we climbed out from MAA and asking for FL250 we were told we could not fly at that level.
It took some explaining (again) before we got clearance for FL250.
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History of PIA - Pakistan International Airlines
In that part of the world, they either forget to retract Landing Gear, or forget to lower it!
In that part of the world, they either forget to retract Landing Gear, or forget to lower it!
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I believe this story.
Years ago a mate needed to off load a problem.
Had taken off from a rough runway in bad weather with a new FO (Boeing)
With the distraction of the rough runway combined with a deviation from the SID for weather avoidance, the FO never said positive climb, que the captain didn't say gear up.
The knew they had a problem.
Aviate Navigate Communicate.
So they continued to climb and avoid weather, the aircraft didn't climb well and vibrated but as he said it wasn't a gear problem because they had three greens, so it must have been engine problems or weather, 15000ft again looked at the gear, three greens, said he really wanted to hang his hat on a problem and not create a new one and three greens looked good, over loaded by the weather the vibration and flying single pilot.
Raised the gear
Years ago a mate needed to off load a problem.
Had taken off from a rough runway in bad weather with a new FO (Boeing)
With the distraction of the rough runway combined with a deviation from the SID for weather avoidance, the FO never said positive climb, que the captain didn't say gear up.
The knew they had a problem.
Aviate Navigate Communicate.
So they continued to climb and avoid weather, the aircraft didn't climb well and vibrated but as he said it wasn't a gear problem because they had three greens, so it must have been engine problems or weather, 15000ft again looked at the gear, three greens, said he really wanted to hang his hat on a problem and not create a new one and three greens looked good, over loaded by the weather the vibration and flying single pilot.
Raised the gear
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Bristly Retort
Andy, you should feel no requirement to offer any apology to onesixty2four. Not everyone is so full of their own importance and so dismissive of others. As something of a "old dinosaur" in comparison to many on this forum I am constantly amazed by some of the comments made by so called "professionals". In these days of automation in aircraft and systems I wonder at just how "professional" some pilots really are, especially when I read some comments on PPRuNe.
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After T/O Checks
I have no idea whether this story is an "Indian April Fool's Day" beatup or not. What I do find hard to accept is that there are some operators out there who do not use any formal "After Take-off Checklist". What other checklists do these operators not bother with? What is the rationale in dispensing with the After Take-off Checklist or any other checklist?
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False G/S my bubble with Indian ATC was burst a long time ago when I started flying in the region and that's if you can even get through to them at all on VHF or HF.
I will agree with you that they are the second best ATC unit in the world, the best being everyone else!
I will agree with you that they are the second best ATC unit in the world, the best being everyone else!
I have no idea whether this story is an "Indian April Fool's Day" beatup or not. What I do find hard to accept is that there are some operators out there who do not use any formal "After Take-off Checklist". What other checklists do these operators not bother with? What is the rationale in dispensing with the After Take-off Checklist or any other checklist?
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Andy, you should feel no requirement to offer any apology to onesixty2four. Not everyone is so full of their own importance and so dismissive of others. As something of a "old dinosaur" in comparison to many on this forum I am constantly amazed by some of the comments made by so called "professionals". In these days of automation in aircraft and systems I wonder at just how "professional" some pilots really are, especially when I read some comments on PPRuNe.
Andy must have written his "apology" through gritted teeth. Of course we professionals have nothing to learn from the muggles, as this event may or may not demonstrate.
PS: will the real 16024 please stand up...
"Mildly" Eccentric Stardriver
Also seconded. As someone who retired with some 19,000 hours, I find I can still learn from people on this site. If PPLs and SLFs wish to expand their knowledge, then why not, as long as they declare their status. i.e. non-professional.
Below the Glidepath - not correcting
Smoking holes in the ground pay no respect to hours and experience. It sometimes takes a question from out of left field to realize how much sub-conscious bias experience gives you.
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Always something to learn
Thank you Herod. I spent almost all of my working life in aviation and one of the most appealing aspects of the profession to me is that there was never a day or a flight during which I did not have an opportunity to learn something new or revise something old. Unfortunately age and health issues mean all I am allowed to fly these days is a "drone", and I sure as hell have much to learn about that activity.