Many pilots enjoy hand-flying the aircraft during the approach phase. no AP no AT ! return to basic anf have a safe fly and safe landing!
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Originally Posted by MickG0105
(Post 9470338)
Anyone care to comment on "MAYDAY DECLARED" in the Incident Report. There was no mayday on the ATC tape.
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Originally Posted by Uplinker
(Post 9470413)
On the rare occasions when we do finish early in the SIM, I ask if I can do a couple of go-arounds or whatever, but the response from the TRE and the other guy is always "no way mate, I want to go home".
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Originally Posted by MickG0105
Anyone care to comment on "MAYDAY DECLARED" in the Incident Report. There was no mayday on the ATC tape.
Of the occurrences that do happen, improper management of the energy state is a significant problem. |
Isn't this topic more about possible mode confusion than hand flying skills behind the power curve this time?
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Float or bounce
SLF here.
So they talk about a long float and the decision re GA, but they don't actually mention a bounce or any ground contact. What am I missing ? Yes I have read all the posts to date. |
IMHO an occasional manual sim exercise is no substitute for doing it every day in the real ac/. However, I do appreciate and sympathise with the long-haul guys, with 3/4 pilots, who have to share out 8 landings a month along with autoland recurrency. It's not an easy solution, and it might be those pilots, who at the end of a long boring sector, are faced with the need to suddenly sharpen up and re-discover those long hidden skills. Difficult; eve more so if they were never there in the first place.
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Our mob drill into us on conversion to type that we must ensure that thrust is set and that positive rate of climb is established BEFORE the gear is retracted- all of this to avoid what happened at DXB.
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When will GCAA release detailed hours, last check, last medical of the crew?
Did crew failing to power up led to best outcome? ie., frame just settled within airfield and everyone got out safely. What would have happened if they spooled up late? |
Isn't this topic more about possible mode confusion than hand flying skills behind the power curve this time?
Originally Posted by notapilot15
When will GCAA release detailed hours, last check, last medical of the crew?
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RAT 5 and Olster - excellent posts and I would only add that the problems observed in basic handling and airmanship go deeper than type, line and recurrent training; the basic disciplines that we would have learnt are simply not being taught or examined as comprehensively as they once were - ask an instructor at one of the larger ATO's, training cadet's for low-cost and also EK at the moment in the U.S. to demonstrate proper attitude flying and I think you would be surprised at how basic professional pilot training has been eroded in the interest of cost saving over the past fifteen odd years.
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Originally Posted by Capn Bloggs
(Post 9470468)
but gory details like medicals and dates of last check? Seriously?
Captain, when I said medical, I meant date of last medical check, not gory details. |
if you're in tune with your machine you'll qucikly realise through the seat of your pants the power didn't come on like you thought is was going to when you hit the button. |
And do the systems relief the pilots enough, to give them that extra capacity I feel for pilots who have not had a few good years of manually flying before joining an operation that is heavy on automation because they haven't developed the skill set to the degree that older pilots have, basically it is an uphill battle for all but the most talented ones. |
RE issue of climb rate
What seems to be missing is why positive climb was ' called' perhaps prematurely. SLF here but generally familiar with energy issues. Even near landing speed, there is a LOT of interia available for what might be called a zoom climb- trading speed for altitude in short term. NO additional thrust required. However after perhaps a few hundered feet gain at low speed, without a major change in energy available ( thrust) or a major decrease in drag, the plane will then drop or stall.
Perhaps- just perhaps- a premature callout of positive rate or positive climb in this case was significant. Would there be any advantage in say counting to three to five seconds AFTER observing on insruments a positive change in altitude BEFORE calling out Positive Rate or Positive Climb. ??:confused::confused: |
Even near landing speed, there is a LOT of interia available for what might be called a zoom climb- trading speed for altitude in short term. NO additional thrust required. However after perhaps a few hundered feet gain at low speed, withoutr a mmajor change in energy available ( thrust) or a major decrease in drag, the plane will then drop. Even near landing speed, there is a LOT of interia available for what might be called a zoom climb- trading speed for altitude in short term. NO additional thrust required. However after perhaps a few hundered feet gain at low speed, withoutr a mmajor change in energy available ( thrust) or a major decrease in drag, the plane will then drop. |
Even near landing speed, there is a LOT of interia available for what might be called a zoom climb- trading speed for altitude in short term. |
momentum might be better
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Originally Posted by framer
(Post 9470601)
Google inertia.
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the 777 is there is no pitch power couple |
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