EK17 done two attempts in Manchester- and now off to AMS
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I've posted a question as to what factors might be present at 5 miles that made approach nonviable. Assume it's to do with stability or reported winds but as a non pilot I'm curious.
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For that particular 777 and any with the same logo technically after initiation of the flare it is not a go around but a rejected landing.
The manoeuvre is SOP and a professional response if certain laid down Pre briefed criteria are not met.
just for clarification.
Well done to the crew.
The manoeuvre is SOP and a professional response if certain laid down Pre briefed criteria are not met.
just for clarification.
Well done to the crew.
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The smaller jets, 737/A32x etc seemed to be getting in at LGW. It was the widebodies that were doing GAs. Most giving it up at around 5 miles rather than short finals.
I've posted a question as to what factors might be present at 5 miles that made approach nonviable. Assume it's to do with stability or reported winds but as a non pilot I'm curious.
I've posted a question as to what factors might be present at 5 miles that made approach nonviable. Assume it's to do with stability or reported winds but as a non pilot I'm curious.
One of the downsides of long term UK aviation policy (yes, yes, what policy .... ?) has been the progressive elimination of cross runways. Heathrow got rid of theirs, Edinburgh recently likewise, there are hardly any left. The majority are down to prevailing west-facing. That means when storms are perpendicular, such as yesterday's which was from the south, the old options have gone. Meanwhile Amsterdam, a range facing different directions, rolls along much better.
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One of the downsides of long term UK aviation policy (yes, yes, what policy .... ?) has been the progressive elimination of cross runways. Heathrow got rid of theirs, Edinburgh recently likewise, there are hardly any left. The majority are down to prevailing west-facing. That means when storms are perpendicular, such as yesterday's which was from the south, the old options have gone. Meanwhile Amsterdam, a range facing different directions, rolls along much better.
Join Date: May 2006
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I remember landing on Rwy 23 at LHR. Probably one of only two instances of severe turbulence I've experienced in 25 years. The aircraft was shaking so violently I couldn't read the instruments!
But it was a pain as there was no ILS on to 23 and you had to do an SRA approach which isn't something we did very often and the only time you did one was in the middle of a storm.
Plus when using 23 LHR had to clear a load of aircraft from T4 stands so it wasn't a 2 second job to get it up and running either.. They had handily painted "LHR" onto the back of the gas tank on long finals though so you knew you were in the right place
But it was a pain as there was no ILS on to 23 and you had to do an SRA approach which isn't something we did very often and the only time you did one was in the middle of a storm.
Plus when using 23 LHR had to clear a load of aircraft from T4 stands so it wasn't a 2 second job to get it up and running either.. They had handily painted "LHR" onto the back of the gas tank on long finals though so you knew you were in the right place
They had handily painted "LHR" onto the back of the gas tank on long finals
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I think the LH gasometer has been demolished, or will be shortly.
There used to be a similar one in in South Harrow with NO lettering. The lettering was added following a number of incidents where aircraft mistook Northolt's runway for 23.
There used to be a similar one in in South Harrow with NO lettering. The lettering was added following a number of incidents where aircraft mistook Northolt's runway for 23.
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It my experience that in these kinds of winds you are likely to get a onboard wind shear alert. At my company and airbus recommends a mandatory go around when that happens.
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Anticipating fun and games I was watching flight radar yesterday, there were plenty of go rounds at MAN, after EK15 turned away the second time I did look at conditions reported on flight radar at other airports and they did not look good, LHR was reported at 35 kts at that time. If I had a loaded 380 and fuel to get to a safe airport I would have done the same, he was holding and approaching MAN for over 2 hours before he gave up.
Hats off to all flying and controlling yesterday, a job well done !.
Hats off to all flying and controlling yesterday, a job well done !.
The smaller jets, 737/A32x etc seemed to be getting in at LGW. It was the widebodies that were doing GAs. Most giving it up at around 5 miles rather than short finals.
I've posted a question as to what factors might be present at 5 miles that made approach nonviable. Assume it's to do with stability or reported winds but as a non pilot I'm curious.
I've posted a question as to what factors might be present at 5 miles that made approach nonviable. Assume it's to do with stability or reported winds but as a non pilot I'm curious.
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5 miles is about where you cross 1300 ft, at which point the predictive windshear alerts are presented to the crew on most types. On most types I flew, predictive windshear system is activated below 2700 ft, but does not trigger any alert until the aircraft flies below 1300.
