Near-accident flight yesterday!
I flew UA #553 from OMA to DEN on 6/11.
Uneventful flight until landing...... I noticed the 757 was coming in fast and observed from my left-side window seat that we were passing up a large portion of the runway when the left main landing assembly hit the ground with a rather violent pounding. We bounced off the ground and came down on just the right main gear, bounced up again but this time, the left wing dipped dangerously close to the ground! Enough for some passengers to scream. Pilot gunned the engines and we went around for a second pass which went just fine. Perhaps some wicked cross winds or downdraft...crew never offered any explanation; only that go-arounds happen. I guess it didn't traumatize me for life since I rushed through DEN to board my next flight. ------------------ Addicted to airline miles? Check out: The Airline Mileage Workshop |
MileageAddict, all I can say is Woa!! And I'm the one that prefers landings to take-offs http://www.flyertalk.com/forum/eek.gif!
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YIKES!!
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Originally posted by MileageAddict: I flew UA #553 from OMA to DEN on 6/11. Uneventful flight until landing...... Perhaps some wicked cross winds or downdraft...crew never offered any explanation; only that go-arounds happen. I guess it didn't traumatize me for life since I rushed through DEN to board my next flight. However, knowing what pilots have to do on their six month checkrides to keep flying for an airline makes me feel +much+ safer. Any pilot that can bring in a 747-400 with two engines out on a VOR approach (like 13L at JFK) in foul weather can fly my plane anyday! Jon |
When was a 747-400 brought in with 2 engines out?
Also - that's why a like to listen to Ch. 9 - th hear what is going on even if then captain does not announce it. I always complain if a pilot refuses to turn it on (as a few do). |
I imagine that he is referring to simulator training with the 747 scenario.
By the way, the saying is... any landing that you can walk away from is a good landing. |
Originally posted by ncorman: I imagine that he is referring to simulator training with the 747 scenario. By the way, the saying is... any landing that you can walk away from is a good landing. Just a 6-month check ride, In MSP, after 6 month here we go again. NW400 Heavy out of KLAX to PANC. Wx: “A” Wind 180/16 Vis 2, Rain, Overcast 008 temp 32C/22C QNH 3000 Wind Shear Advisory. T.O. RWY 24L LOOP2 DEP DAGGER transition KEEGS. Clearance: 24L Direct PMD~J6~AVE~J1~SEA~J523~YZT~ANC~PANC. GWT 720.000 LBS REZ 22.500 LBS FUEL 240.000 ALT FL310 ZFW 480.000 T.O. CLMB C.I. 250 T.O. FLAPS 20 CG 23%. 1)Abort TO before V1 due to WS. 2)Second TO with WS at 200 Ft for recovery procedures, wheel well fire, decided not to dump because uncontrollable fire in progress. Landing at max t.o. wt. 3)Autoland with the above scenario at cat II min. 4)Another TO with engine failure after V1, vectors for LOC APP in VNAV to minimums. 5)Normal TO, climb to 10K speed 280 steep turns, stalls ( DEP stall and CLEAN stall, recovery @ first indication). Go for a VOR APP with a hold at FAF for only 10 Min and a LNDG with 25 Kts X-wind. 6)An x-wind TO at 20 Kts, Departure stall (Gear down, flaps 20, at 15 deck angle Pull power to 50% and bank 20 degrees). At first indication recover. 7)And the last one TO with 600/600/600 RVR, V1 cut, at 50 Ft 2 nd engine out with uncontrollable fire. Return to the airport for landing, Wx miraculously is VFR but no ILS LOC VOR. Just asked the F/O for rwy extension and set VNAV and LNAV for arrival. And, from a major airline's operating manual (note the tolerances at the end): Preflight check FMS proceedures Rejected takeoff Normal takeoff, instrument, crosswind Takeoff with engine failure Terminal area departure and arrival Steep turns Approach to stalls Holding Non-precision approach Rejected landing and missed approach Normal ILS, autocoupled or flight director Engine inoperative ILS, flight director Two missed approaches Normal landing with crosswind Landing from an ILS CAT I approach to a manual landing Engine inoperative landing 50% power landing Abnormal flap approach and landinf, visual Also for CAT ll and CAT lll Certification: Normal ILS, autoland to cat lll minimums ILS one engine inop flight director approach to cat ll minimums and a missed approach ILS autocoupled approach to cat ll minimums with coupled missed approach from very low altitude First officer duties during cat lll approaches PC ars similar: Preflight FMS proceedures Rejected take off Takeoff with engine failure after V1 and before V2 (max togw) Normal ILS, one engine inop, autoland to cat lll minimums Normal ILS, one engin inop, autocoupled to cat lll minimums with coupled missed approach from very low altitude Normal ILS Flight director to cat l minimums with autothrottle and autopilot off, to a missed approach Non precision approach At least two landings. The check must include at least six of the following: Takeoff at minimum visibility Rejected landing Engine inop landing Visual landing with crosswind(> 20 kts) and turbulence Hyd system failure Engine fire/failure Inflight thrust reverse EEC in alternate mode Cargo fire Icing Loss of ALL engines Loss of all generators Instrument failures Flaps/L.E. device/flightr control problem DME arc transition Non precision approach (second) Creq incapacitation Evacuation Jammed stab landing Electrical problems Pressurization problems Fuel system problems APU fire/irregularities Autoland malfunctions IRS fault.failure GPWS warnings/failure Door warning indications Stalls (takeoff, maneuvering or landing) 50% porwe landing Windshear on takeoff or landing Tolerences: (+ -) Take off, hdg 5 deg, airspeed 5 kts alt 100 ft Takeoff with eng failure, hdg 10 deg, 5 kts, 0 sink before level off Terminal area, hdg 10 deg, 10 kts, 100 ft Steep turns, bank 45 degrees +- 5 airspeed 10 kts alt 100 ft Roll out hdg 10 deg Hand flown ils, LOC 1/2 dot, GS 1 dot, airspeed 5 kts Non precision appch, + 50 ft, - 0 ft, 5 kts 1/2 dot (vor/loc) 5 deg (NDB bearing) Missed app, heading 5 deg, airspeed 5 kts livel off 100 ft. (heading 10 deg with engine out Landing touchdown within TD zone One of the nore challenging things is the steep turn. (No autothrottles). 45 degrees of bank, 280 kts. (Hint use the vert speed indicator and pitch angle. Pitch is 2 1/2 wings level, and 3 1/2 with 45 degree bank. These guys and gals are GOOD!!! http://www.flyertalk.com/forum/smile.gif [This message has been edited by jskiffington (edited 06-13-2000).] |
Those are killer tolerances. The 747 is a very heavy airplane which is none to quick in responding to throttle changes.
Without autothrottle on those steep turns you really need to coordinate your thottle back with your roll-out, or else you will screw up on the altitude and airspeed tolerances. |
Last week, we were flying SEA-DEN and had kind of an exciting landing. We happened to be in row 2, behind some non-uniformed UA pilots (they seemed pretty junior, maybe commuter). When we were about 500 feet off of the ground, we had a sharp downpressure. The pilot gunned the engines and was able to land normally, although it made everyone gulp. The worst part was probably the pilots in front of us imitating the cockpit computer voice, "wind shear! wind shear!" as it happened.
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From everything I have watched on commercial air travel, things that make passengers on edge are usually well within the physical operating limits of the aircraft. Think of the landings an F14 carrier fighter pilot must do...has to go from aprox 180knts to 0 in 200ft, cross winds, runway is pitching up and down, runway is moving, must land at full throttle, and at night...at 3 miles out, the runway resembles a lightning bug on your windshield!
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