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FO under training for the left hand seat had a brain melt and stuffed the nose forward at low level. Not saying this is the case, but can’t be ruled out.... |
Originally Posted by old,not bold
(Post 10385252)
Nice to have the AAIB on board, especially with such insight. But did you consider the possibility that all the passengers, seeing the problems the crew were having with gusts, decided to rush forward and advise them how to handle it? Not saying this is the case, but can’t be ruled out....
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Excellent job by the professionals sat at the front :ok: Well done to the crew. |
Perfectly flown. Last minute windshear and gone around hence the reason to leave the gear down until above MSA. |
Perfectly executed
Perfectly executed. Horrible ground level gusts at the time of this go around, excellent job done indeed. No reason to go around any earlier, all incoming flights were having very bumpy approaches at LHR most of yesterday and it would have meant all flights going around based on footage. GA started when appropriate and actually very very quickly considering the very sudden wind gust at basically ground level vs reaction time of pilot & then GA delay on aircraft.
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Originally Posted by srjumbo747
(Post 10385354)
Perfectly flown. Last minute windshear and gone around hence the reason to leave the gear down until above MSA. |
Anyone know if the aircraft has flown again yet ? Or the max g load on touchdown? Was it 27R and wind from the south ? |
Originally Posted by Locked door
(Post 10385393)
Really? You’re confusing windshear with gpws. Back to flight sim. |
Originally Posted by ManaAdaSystem
(Post 10385401)
Actually, the windshear escape manouvre calls for no configuration changes. Correct, but MSA is irrelevant for windshear escape but very relevant for gpws escape. I really wonder how many genuine commercial pilots there are on this forum. |
The windshear escape manouvre does not consider terrain, it deals with windshear only.
You make me wonder. |
M.A.S, he was picking on the MSA bit of the previous post, not the no-change of configuration. You are both on the same page.
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Originally Posted by Locked door
(Post 10385403)
/bangs head against brick wall/ Correct, but MSA is irrelevant for windshear escape but very relevant for gpws escape. I really wonder how many genuine commercial pilots there are on this forum. |
When do you think they pressed TOGA? Before first touchdown? Looked an impressive climb out, no doubt helped by the windspeed. Asking as SLF...
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Originally Posted by jurassicjockey
(Post 10385136)
I think that you're looking at the flaperons. The elevator is visually blocked by the wing except for when it goes up. There is a large amount of flaperon movement just before the * hits the wall
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As has been noted, it is difficult to see because the view is obscured by the wing, but it's almost as if the up-elevator anticipated the shear/gust. Commendably quick response on the part of the PF.
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Without making comment about this particular go-around, is it mandatory to buzz off, or can one legally push it back on?
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Originally Posted by Suvarnabhumi
(Post 10385400)
Anyone know if the aircraft has flown again yet ? |
or can one legally push it back on? |
Originally Posted by Capn Bloggs
(Post 10385549)
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Have you seen the second approach, almost did the same thing but did not go-around and landed ok.I have replayed both arrivals many times and its strange that a lot of the other arrivals around that time before & after seemed ok considering the condition.
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