Airbus A321 loses directional control on takeoff
Originally Posted by Deja Vu
Been there, done that. Badly judged "rolling take-off" with TLs stood up before aircraft even close to lined up on runway heading. This then required more tiller input which made it worse. I spent next few months blushing with embarrassment each time I passed the very impressive tyre marks I had left on the piano keys.
As I recall it the A380 could get you into big trouble if you advanced the outboard engine to help you turn onto the runway then proceeded with a rolling start. something similar perhaps.
Mayday equals life in imminent danger.
Calling Mayday on a low speed RTO is equivalent to calling 000 or 911 for a broken toenail!
Total over-reaction!
Calling Mayday on a low speed RTO is equivalent to calling 000 or 911 for a broken toenail!
Total over-reaction!
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A/C: "Mayday,May..."
...a few seconds later...
TWR: "Do you require any assistance right now?"
A/C: "Negative"
If the crew could do it over again, they most probably wouldn't use the M-word again. Training instinct kicking in? Like the crashing 777 at LHR, using the training callsign for their mayday call
And just maybe they had more important things to focus on, than the optimal phraseology?
...a few seconds later...
TWR: "Do you require any assistance right now?"
A/C: "Negative"
If the crew could do it over again, they most probably wouldn't use the M-word again. Training instinct kicking in? Like the crashing 777 at LHR, using the training callsign for their mayday call
And just maybe they had more important things to focus on, than the optimal phraseology?
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Captain Peter Burkill of British Airways 38 explains his radio call, “Speedbird, Speedbird, 95, 95,” in his book, Thirty Seconds to Impact. He said “Speedbird” twice because he was trying to remember the flight number. Even so, he got it wrong—BA 95 was the next flight he was scheduled to operate. He didn’t realize his mistake until he heard the CVR recording during the investigation. But his error was inconsequential, as there was no active “Speedbird 95” at the time and it was obvious which aircraft had crashed.
However, looking things up again 10 years later, I see that info was incorrect and based on his book, the captain in the heat of the moment simply used a wrong callsign (the one from his next flight, it seems). And he was surprised during the investigations, hearing himself doing just that.
Edit: seems I was very slow on the keyboard, Airbubba already provided a similar answer
As for the A321 mishap, it seems that Mayday is AirTransat SOP for rejects, so my referring to possible training drills/instincts kicking in, is irrelevant...
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Mayday call was done using "Speedbird 95" as callsign. I was led to believe back in those days, that this was a non-exisiting flightno. often used in the sim sessions.
However, looking things up again 10 years later, I see that info was incorrect and based on his book, the captain in the heat of the moment simply used a wrong callsign (the one from his next flight, it seems). And he was surprised during the investigations, hearing himself doing just that..
However, looking things up again 10 years later, I see that info was incorrect and based on his book, the captain in the heat of the moment simply used a wrong callsign (the one from his next flight, it seems). And he was surprised during the investigations, hearing himself doing just that..
However if they'd followed the SOP of allowing the engines to stabilize at 1.10 EPR/40% N1 before engaging the A/T it wouldn't have been a problem...
Although apparently not the issue in the subject incident...Asymmetric spool-up on takeoff may cause loss of directional control.
Engine failure during the takeoff below VMCG will cause a loss of directional control (that is how VMCG is determined).
Engine failure during the takeoff below VMCG will cause a loss of directional control (that is how VMCG is determined).
A 707 ran off the runway in Rome some years back. A rearwards cg lightened the load on the nosewheel, the FO was operating the steering while the captain advanced the throttles while they had not yet lined up. Nosewheel on full deflection just skidded along, and it was too late before the throttles came back and the bird stopped in the grass.
