Flydubai Flight 981

Derg said:
It doesn't make any damned sense.

So technically speaking, you could initiate TOGA, the autopilot clicks off and during all the confusion since the plane is trimmed fora particular airspeed, it's technically going to pitch up to maintain that…more or less.
Click to expand...

That's even more perplexing, as this doesn't sound like some never-before-seen/known issue with this aircraft. So it's something that should be anticipated. And even if not anticipated, monitoring the aircraft and what George is doing with it should be someone's job in the cockpit. And if George isn't doing what you want or is doing something unexpected, then you physically make happen what you need to be happening.

117 had weird automation glitches that were well known, and had to be on alert for or expected to occur in certain phases of flight.
 
Last edited:
Derg said:
I love having training department guys online.

So much more robust than me going "Hell, breezy. We do it because momma says so" :)
Click to expand...

Oh come on. The training department pukes that only fly the control panel of the sim have it easy. All they need to know is how to use a search feature on an iPad, errrr, I mean Surface so they can look up an answer if someone has a question, know how to fail a pump for a V1 cut, and need to remember to save the stuff in the box so time isn't wasted between the finishing of the sim and their tee time. I don't get why they are paid so much while they aren't flying the airplane. The LCAs are the ones with the tough jobs and they make pennies on the dollar on what a sim instructor makes!

:)
 
Seggy said:
Oh come on. The training department pukes that only fly the control panel of the sim have it easy. All they need to know is how to use a search feature on an iPad, errrr, I mean Surface so they can look up an answer if someone has a question, know how to fail a pump for a V1 cut, and need to remember to save the stuff in the box so time isn't wasted between the finishing of the sim and their tee time. I don't get why they are paid so much while they aren't flying the airplane. The LCAs are the ones with the tough jobs and they make pennies on the dollar on what a sim instructor makes!

:)
Click to expand...

You're dang right.

I know all the cheat codes on the video game, and I make the big bucks because I'm more gooder and have lots of words... the best words.
 
Seggy said:
Planned.

Why fight it all the way down when the autopilot can do all the work?
Click to expand...

Windy conditions? To get a feel for it. Most of the ugly landings I've seen were when the AP was kept on til the last literal second.

Low vis usually doesn't involve gusty winds and a coupled approach to an autoland CAT II / III or AP on to ILS mins works out just fine.
 
Cherokee_Cruiser said:
Windy conditions? To get a feel for it. Most of the ugly landings I've seen were when the AP was kept on til the last literal second.

Low vis usually doesn't involve gusty winds and a coupled approach to an autoland CAT II / III or AP on to ILS mins works out just fine.
Click to expand...
That is my experience as well. Hence my statement.
 
z987k said:
Okay. By 500 feet if the AP is still on, your intentions should be to autoland. I think that's a touch late to take it and have a normal approach to landing.
Click to expand...

By 500'? Almost 2 miles out still from the runway? Thats too late to take it and make a normal approach to landing? If the approach is stabilized and aircraft trimmed, which it should be, it should be nearly no work at all to take over and land it if one desired to do so.

We had a great autopilot, but it wasn't certified for any kind of autoland, nor were we trained for same. One of the funny nuances for us was that we couldn't fly an ILS approach until the landing gear was down. It was LOC only and following the stepdowns via the data entry panel, to the glideslope intercept altitude where the landing gear was lowered just prior, because the glideslope antenna was inside the nose gear door. So there were no G/S indications until the gear was down. Once the approach became a full ILS, the A/P flew it beautifully until manual takeover, which was sometimes at Cat 1 mins. Again, because autoland wasn't an option. By no means did I find it unsafe, you just had to be mentally prepared for it or for missed at DH.
 
Seggy said:
Or you let the autopilot do the work.
Click to expand...

Either works. Depends on my assessment of what I feel better fits the situation.

Here's the cat, the skin has to come off.

FWIW.... the most narrowbody airliners do rather poopy autolands in gusty conditions. And regardless, there is nothing wrong clicking off the AP at minimums on a CAT I.
 
PeanuckleCRJ said:
Either works. Depends on my assessment of what I feel better fits the situation.

Here's the cat, the skin has to come off.

FWIW.... the most narrowbody airliners do rather poopy autolands in gusty conditions.
Click to expand...

Remember Mr. 'I need to make my tee time I auto loaded the box for you' my Beech 1900 time speaks for me! Plenty of hand flown approaches to last a career.

:)
 
Seggy said:
Remember Mr. 'I need to make my tee time I auto loaded the box for you' my Beech 1900 time speaks for me! Plenty of hand flown approaches to last a career.

:)
Click to expand...

Autoloaded the box for you? HA! 3 out of 4 simulators I teach in are run by bundles of 386 processors. Remember, we were THE launch customer for fifi and have the simulators to prove it. I can program a flightplan into the mcdu and copy it or have them load it in... then insert it in for later laps if it's usable in that situation. That's about it!

My first 1800 hours were all GA planes (mostly cherokee, 172, seminole and some king air), so I've got a few hand flown no help approaches, too. ;)
 
You must log in or register to reply here.
Back
Top