Airbus abort after airborne insight
12-21-2014, 02:56 AM
#11
Banned
Joined APC: Dec 2009
Position: Narrow/Left Wide/Right
Posts: 3,655
Wowser. Seems like with that much time in type the guy should have known that they needed to re-enter data after a runway change...he couldn't have flown that many hours without ever changing the departure runway before.
Abort after rotation with positive rate? I think almost anyone would try the firewall before that. Maybe he thought he had the Sully scenario?
Abort after rotation with positive rate? I think almost anyone would try the firewall before that. Maybe he thought he had the Sully scenario?
The whole thing is amazing that they took off and landed on same runway and everyone slid away.
No loss of life. That takes some skills? No?
12-21-2014, 10:44 AM
#12
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Joined APC: Jul 2009
Position: Seat: Vegan friendly faux leather
Posts: 983
Originally Posted by HIFLYR
Also, scanning those engine gauge instruments help too 50% N1 is not a normal take off power setting. I have asked guys who have been Captains for years "how much fuel does your A300 burn a hour?" and have been shocked that some do not know. FMS = garbage in=garbage out sill need to have good references of normal settings of power, pitch and fuel burn etc.
Reminds me of the Gimli Glider incident 30 years ago for those of you that remember - but I'm not sure the actual pilot got the final numbers, but IIRC there were opportunities for somebody familiar with the numbers to catch the problem.
12-21-2014, 10:47 AM
#13
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Joined APC: Jun 2012
Posts: 289
Originally Posted by cardiomd
Great post. It is kind of a second type of situation awareness. When I was an engineer we would do "sanity testing" on values spit out by the machine before critical movement - it is harder but need to retain continuous monitoring with the increased automation.
Reminds me of the Gimli Glider incident 30 years ago for those of you that remember - but I'm not sure the actual pilot got the final numbers, but IIRC there were opportunities for somebody familiar with the numbers to catch the problem.
Reminds me of the Gimli Glider incident 30 years ago for those of you that remember - but I'm not sure the actual pilot got the final numbers, but IIRC there were opportunities for somebody familiar with the numbers to catch the problem.
What's iirc?
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12-21-2014, 11:25 AM
#14
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Joined APC: Jul 2007
Position: 767 Captain
Posts: 3,988
Originally Posted by full of luv
...The whole thing is amazing that they took off and landed on same runway and everyone slid away.
No loss of life. That takes some skills? No?
No loss of life. That takes some skills? No?
I'd say more luck than skill was involved here.
12-21-2014, 03:02 PM
#17
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Joined APC: May 2010
Posts: 343
Originally Posted by full of luv
I think complacency is actually more dangerous than low experience.
The whole thing is amazing that they took off and landed on same runway and everyone slid away.
No loss of life. That takes some skills? No?
The whole thing is amazing that they took off and landed on same runway and everyone slid away.
No loss of life. That takes some skills? No?
How did the adage go? Use superior judgement to avoid situations requiring superior skills.
12-21-2014, 05:59 PM
#18
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Joined APC: Sep 2007
Position: 777 Captain in Training
Posts: 1,457
Originally Posted by 80ktsClamp
If the flex temp isn't set, the engines will be at MCT- more than enough power for most takeoffs and likely higher than their would be planned power setting, just you haven't biased the flight directors and armed the A/THR via not putting it in an active takeoff detent.
12-21-2014, 10:32 PM
#19
Da Hudge
Thread Starter
Joined APC: Oct 2006
Position: Poodle Whisperer
Posts: 17,473
Originally Posted by HIFLYR
The old bus A300 I fly does not work that way and I thought the flex Temp was not set right "not missing" I though the Captain had a perception he did not have enough thrust to fly. So he rejected after rotation because of a aural warming and lack of flight director???
12-22-2014, 10:18 AM
#20
New boss = Old boss
Joined APC: Mar 2005
Position: Ca B737
Posts: 2,762
How someone can reach the level of captain for a major airline with this level of disregard for proper procedure and this lack of system knowledge is astounding. Oh wait, no it's not.
Hopefully the "captain" will never command anything bigger than his car from now on. Sorry for the lack of sympathy but I can't stand pilots like this. They give us all a bad name and bolster the argument to replace us with automation.
Hopefully the "captain" will never command anything bigger than his car from now on. Sorry for the lack of sympathy but I can't stand pilots like this. They give us all a bad name and bolster the argument to replace us with automation.
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