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MAN forecast for the 8th (yesterday) was a 10 knot gust straight down the runway. Pretty sure LGW was forecast to be something like 210 degrees 29G42 wasn’t it??? That’s almost all crosswind component. Therefore 2 wind shear go-arounds with the option of a diversion to a less windy ‘into-wind’ runway doesn’t sound all that stupid. Don’t know many skippers who’d act any differently. If the alternate was just as bad, then fair enough make a judgement call - but it clearly wasn’t the case! |
Originally Posted by LookingForAJob
(Post 10385330)
The aircraft did a go-around. Crew and other players did their job. Can't think of anything else.
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I believe Airbus removed the baulked landing procedure about 6yrs ago (or was it more?) . Missed approach procedure covers all, with notes that PF should be careful with rotation rate when close to the ground . And that PM monitor, and only move flap when speed, attitude, thrust and flight path are checked, and its safe to do so . This works well .
Toga 10 would appear to be an orange company procedure to be used instead of the above . |
PAR
Originally Posted by ShyTorque
(Post 10384973)
I listened to the Hong Kong Approach frequency during a typhoon. One airliner, from the middle east, had gone around three times from runway 13 at Kai Tak. The eye of the typhoon passed right through Kowloon harbour and a runway change was carried out. The wind was gusting to 90 kts! By then it was possible to discern the increasing tension in the tone of the pilot's radio transmissions. He requested fuel priority and because the ILS for the reciprocal, runway 31 was taking a little time to come online, ATC offered him a PAR approach to runway 31.
The pilot was obviously confused by this and after a pause (presumably to confer with the captain) he declared that they didn't have any PAR equipment* fitted! Only at that stage did they decide to divert! * For those who don't know, a PAR is a Precision Approach Radar letdown. No equipment is required to be fitted to any aircraft because the pilot just listens to continuous ATC glidepath and centreline information given during the descent and makes the appropriate left/right and descent corrections suggested. I made a mental note not to fly with that airline... But ATC had a funny caveat saying “ for information only”or something similar which was a government phrase do avoid liability in the event of an accident Many a crew thanked the controller fulsomely for the assistance upon landing such was its value and guidance thro the Lei Yi Mun Gap |
Thank you wtsmg !
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For info, the crew on that flight is removed from roster. |
Originally Posted by donpizmeov
(Post 10385801)
I believe Airbus removed the baulked landing procedure about 6yrs ago (or was it more?) . Missed approach procedure covers all, with notes that PF should be careful with rotation rate when close to the ground . And that PM monitor, and only move flap when speed, attitude, thrust and flight path are checked, and its safe to do so . This works well .
Toga 10 would appear to be an orange company procedure to be used instead of the above . |
Originally Posted by Sussex79
(Post 10384291)
Hi - I was a passenger on this flight. The pilot seemed concerned from the outset. When we boarded in Dubai he mentioned the predicted wind and rain at Gatwick and said “we hope to get you there safely”. With the cameras we were able to watch both landings and we seeemed a long way from runway on both attempts. Would crew confidence and an obvious landing worry before we even left Dubai come into it? What was then strange was it was announced we were diverting to Manchester yet spent another 15 mins circling around Brighton. . . |
172 Driver : Your post 39 ; Your commercial pride might just get in the way of professional obligation. So, with the fog clear & the sun out, in you go for your third but ATC orders a GA for whatever. Are you going in for a fourth ? Fog cleared, sun out & boy oh boy, you just take pride in getting your pax & freight in. Oh dear.
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For all of you,sitting in front of a warm fire,cup of cocoa in hand,in ur slippers,spouting about the horror of anyone ignoring a windshear warning...One day,conditions may dictate,It could be a viable option for you too. Generally,the killer shears are from microbursts related to large thunderstorms,or in mountainous terrain. Heavens,.if my Piper Cub,back in the 80's at the LGC,had been fitted with windshear prediction equipment,east run days would have been drunken days at the bar,instead of white knuckle days!..Crikey,maybe you have a point! Now i'll retreat to my WW1 trench and await incoming!!! |
Yaw String Old Boy, good post, sensible policies for a better Britain! I bet those tugs were fully equipped with SDWS (swamp donkey warning systems) to keep you clear of dangers closer to ground whilst the danger passed.
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172 Driver : Your post 39 ; Your commercial pride might just get in the way of professional obligation. So, with the fog clear & the sun out, in you go for your third but ATC orders a GA for whatever. Are you going in for a fourth ? Fog cleared, sun out & boy oh boy, you just take pride in getting your pax & freight in. Oh dear. |
Same here, in agreement. 2 approaches only - unless significant improvement in conditions that fouled those attempts.
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In the good old days we called it CDF .
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