Alaska landing incident SNA

alaskadrifter said:
It seems like I’ve been alternating between heavy 900ers and almost empty 800s, so that’s fun trying to figure out good power settings. My landings are still hit or miss.
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I’m sure you already know it but I’ve run into a few new FOs who don’t:

The main wheels are behind the CG of the aircraft. So a traditional landing with a flare will result in slamming the main wheels onto the runway.

You don’t lower the nose when you think the mains are going to contact you basically just slightly relax back pressure.

Then add back pressure before the a-brakes come on. In order to not slam the nose wheel.


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trafficinsight said:
I'm the same way, smooth pull up to the stop, wait, smooth pull into reverse... as a mechanic it makes me cringe anytime someone goes ham on the levers.
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The ham fisted flying I see some pilots do on this bird is annoying. There’s nothing that can’t be done smoothly, nor anything that needs to be done abruptly or haphazardly.

Case in point, on short final while landing. I don’t understand these pilots who as they are getting closer and closer to the runway on final to short final, suddenly start this swapping side to side of the ailerons, more and more rapidly just prior to touchdown. They claim to be correcting for rolling moments that are happening just prior to touchdown in order to stay level; but I swear they are creating these rolling moments with their own ham fisted pilot induced oscillations, and having to correct their own over-controlling. Why they start doing this, including in smooth air, I have no idea.
 
BEEF SUPREME said:
I’d love to have access to my own FOQA data. It would be the only way to know the G loading of your landings in the 737.

If the FOQA data was accessible with blockchain encryption it would be relatively easy to make data accessible only to a specific individual.


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We get access to ours, it was fun to look at the first few times, now i haven't looked for months.
 
Boris Badenov said:
Jesus Christ, I don't want to see how bad I am. Luckily for me, the people I work for crash the servers in a strong breeze. I'll worry about individually-compromising FOQA data when they can find the catering.
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Yeah, but >>>>I<<<< want to see how bad you are! :)

I can only imagine how the existential mental dialogue you have with yourself affects your flare! :)
 
derg said:
Yeah, but >>>>I<<<< want to see how bad you are! :)

I can only imagine how the existential mental dialogue you have with yourself affects your flare! :)
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El Capitan already has the GD gate-guidance thingie. And I do see them checking. As of now, I just have to land within the TDZ + I think it's 2000 and not hit anything, *poof* I don't exist to the Powers That Be. Ever may it be so.
 
BEEF SUPREME said:
I’m sure you already know it but I’ve run into a few new FOs who don’t:

The main wheels are behind the CG of the aircraft. So a traditional landing with a flare will result in slamming the main wheels onto the runway.

You don’t lower the nose when you think the mains are going to contact you basically just slightly relax back pressure.

Then add back pressure before the a-brakes come on. In order to not slam the nose wheel.


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Too many people don’t get this. Preach!
 
MikeD said:
The ham fisted flying I see some pilots do on this bird is annoying. There’s nothing that can’t be done smoothly, nor anything that needs to be done abruptly or haphazardly.

Case in point, on short final while landing. I don’t understand these pilots who as they are getting closer and closer to the runway on final to short final, suddenly start this swapping side to side of the ailerons, more and more rapidly just prior to touchdown. They claim to be correcting for rolling moments that are happening just prior to touchdown in order to stay level; but I swear they are creating these rolling moments with their own ham fisted pilot induced oscillations, and having to correct their own over-controlling. Why they start doing this, including in smooth air, I have no idea.
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I remember seeing this much more on the CRJ-200. On the 737s, less so. But some guys still do the “jerk”
 
Soul Brotha' said:
Over the years I’ve flown with several people who were like this. “Ask for 15 right.” I look outside and scratch my head. Not thunderstorms but everyday clouds.
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Lol I remember once on a good weather day a United asked to deviate. I approved and asked why wondering if buildups were forming. I’m assuming the person talking was not the person who made the decision because they sounded full of shame and embarrassment but said “there’s a cloud”. Asked the next plane in line if they needed to deviate for the cloud and they said no lol
 
Roger Roger said:
We had a Learjet that had to get the throttle quadrant replaced because the pin to let you go past idle reverse wouldn’t pull out of the way. I can’t prove it but I theorize that people yeeting against that pin as soon as they had WOW bent and jammed it.
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On an airplane with awesome brakes, to boot. :bang:
 
NovemberEcho said:
Lol I remember once on a good weather day a United asked to deviate. I approved and asked why wondering if buildups were forming. I’m assuming the person talking was not the person who made the decision because they sounded full of shame and embarrassment but said “there’s a cloud”. Asked the next plane in line if they needed to deviate for the cloud and they said no lol
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If you work a center—particularly in the Midwest—you may get to see the magical “deviate around a city because I don’t understand how radar works”.
 
Rocketman99 said:
I dunno man, I am just not a fan. Flaps 30 is such a more stable flying platform all the way down the chute. At 40, you get bounced all over the sky by the slightest hint of wind. It's also significantly touchier for airspeed control because it takes larger power changes. This in turn makes the already-throttle jockey-chase-airspeed-all-the-way-down-final crowd into full on GQ during the DJ battle in Juice mode. Watching somebody work that hard because they did it to themself is damn near as much work. :D Eh. No thanks.
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Even going into Sitka and some of the smaller strips up yonder in the Ocho, you don't need 40?
 
BEEF SUPREME said:
You live or die by it in SE Alaska. Check out PAWG. The only time I tried Max auto brakes in the freighter on a wintery day.


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The only time I tried AB MAX was on a certain runway in SW AK that has been half width all summer. The winds were bumping up against the x-wind limit for said runway so in the brief we decided to try max. Boy did that get my attention! It was nothing like the sim, it was so aggressive that I couldn’t over ride it with the brakes. The CA reached up and deactivated it for me. But I did clear the runway before the gravel crosswind strip. :bounce:
 
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