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Middle East Probe finds crashed Emirates airliner tried to go around
The findings released Tuesday in a 28-page report by the United Arab Emirates’ General Civil Aviation Authority. (www.washingtonpost.com) Daha Fazlası...Sort type: [Top] [Newest]
There's a fundamental issue here that everyone seems to be ignoring: the plane is flying the pilots, instead of the other way round.
It is apparent that Boeing still requires pilot skills in contrast to the superb button-pushing-computer skills of Airbus. Airlines need to establish a two-track qual system. Airbus trained pilots should not be permitted to cross over.
I've never heard of a "Long landing" warning system that didn't come from my pilot sense. Any 777 pilots on here that can shed some light on this system? My assumption is that this go-around attempt was due to wind shear, which is handled differently than a simple go-around or balked landing. Either way, this crew failed at the basics of either event and were just an accident waiting to happen somewhere.
Could this be the RAAS system and is there a vocal callout of "Long landing?"
I'm just curious. The right main touched down 3600 feet down the runway followed by the left main 3 seconds later. At this point, with wind shear and all in the area, wouldn't it be better to stay on the ground and stand on the brakes? From the point of the right main touching down, they had more then 9500 feet to stop...
Positive Rate, Gear up. Seems like the latter was done before the former.
Actually, they had a positive rate for a few seconds. They simply got in a hurry.
pitch, power, performance.... AND continued flight assured (aircraft will not touchdown). Aircraft touchdown during CAT2/3 (or other emergency)approaches is a very real possibility and the possibility of inadvertent touchdown (or secondary bounce etc...) is a very real factor--even in large jets like the 777. Gear retraction is even more critical in max-performance V1 cuts, but you won't see well-trained pilots snapping the gear up 50 feet off the ground without adequate performance indications.
There is a difference in training....
pitch, power, performance.... AND continued flight assured (aircraft will not touchdown). Aircraft touchdown during CAT2/3 (or other emergency)approaches is a very real possibility and the possibility of inadvertent touchdown (or secondary bounce etc...) is a very real factor--even in large jets like the 777. Gear retraction is even more critical in max-performance V1 cuts, but you won't see well-trained pilots snapping the gear up 50 feet off the ground without adequate performance indications.
There is a difference in training....
My conclusion is the same as Taterhead1. Its all down to training and teamwork with pre flight and pre landing plans reviewed and agreed ahead of time.