Frontier 3506

Going around after touchdown with an engine failing seems odd. But I don't consider reddit as an accurate purveyor of information. I suspect there is more reliable info out there but I don't care enough to look.
 
knot4u said:
Going around after touchdown with an engine failing seems odd. But I don't consider reddit as an accurate purveyor of information. I suspect there is more reliable info out there but I don't care enough to look.
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You know you can decided on the go around at the same time as a hard (or nose wheel first) landing right?
 
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T/O w/FSII said:
You know you can decided on the go around at the same time as a hard (or nose wheel first) landing right?
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No, I don't know that. I don't fly for a living. Tell me more. The main thing is regardless of the impetus these folks were able to go around and get on the ground safely.
 
I'd imagine video of this incident will become available sooner rather than later. It's a hard life, but you chose it.
 
knot4u said:
No, I don't know that. I don't fly for a living. Tell me more. The main thing is regardless of the impetus these folks were able to go around and get on the ground safely.
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We are trained to go around after a hard landing / high bounce. Without knowing what happened on this one, It's certainly possible for the nose wheel to slam down as a part of a hard landing / high bounce, where the mains come down hard and then the nose gear comes down hard shortly thereafter. If there's enough inertia this can happen even if the pilot has already begun to pull back to initiate the go around.
 
A320 NLG. I used to work for a company that did landing gear overhauls for all sorts of airliners. I was not involved with the actuators, struts or wheels. I mostly worked on thrust reverser controls for DC-8s but when that work slowed up I'd start finding myself working on any number of random things, might be a parking brake thingamajiggy for a 727, a body steering actuator for a 747 or that funny little box on the front of the A320 NLG. If you remember that A320 that landed at LAX with the nose gear 90 degrees off I'll say I probably remember it more vividly than you. The "little box" seemed pedestrian to me, it was something I worked on when I was not doing more complicated things. It's a simple little thing that uses proximity switches to determine the position of the wheels. I actually took extra pride in the small jobs, I had extra time, adjustments during functional tests had to not only be within limits, they'd be perfect. The safety wire and sealant was a competition between some of us. When one of our customers made the news landing with the nose wheels 90 degrees off I was very attentive wondering if I'd somehow contributed to the incident. It turned out it was not my part, nor my fault so I just kept going. Just another day if you keep your nose clean.
 
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adk said:
We are trained to go around after a hard landing / high bounce. Without knowing what happened on this one, It's certainly possible for the nose wheel to slam down as a part of a hard landing / high bounce, where the mains come down hard and then the nose gear comes down hard shortly thereafter. If there's enough inertia this can happen even if the pilot has already begun to pull back to initiate the go around.
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I get it. I guess the main thing would be getting rid of the spoilers or speed brakes once the throttles start asking for thrust and then fly away and fix it in the air. I'd love to get the CVR transcript from the last portion of this flight, not because I'm accusing anyone of anything, just would like to know what happened.
 
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jhugz said:
I'm not jumping to any conclusions in this incident, but just in general, one of my biggest issues I see with FO's during the landing process is nose wheel de-rotation. Once the mains hit, they just stop flying. Not really sure why that's the case, but that's what I'm seeing on the line.
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I was just going to type, but saw this post. Spot on, it’s something I see a lot too.
 
jhugz said:
I'm not jumping to any conclusions in this incident, but just in general, one of my biggest issues I see with FO's during the landing process is nose wheel de-rotation. Once the mains hit, they just stop flying. Not really sure why that's the case, but that's what I'm seeing on the line.
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That's been my biggest struggle in the transition to the 777. We fly it at such a variety of weights, and sometimes it drops like a rock and sometimes keeps flying.
 
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