Frontier 3506

knot4u said:
I'd imagine video of this incident will become available sooner rather than later. It's a hard life, but you chose it.
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There’s a video from the cabin. Babies crying, the left engine being a camp fire, all the dramatics. Someone also caught a video from the ramp of the go around. I didn’t know the engine had one of the nose wheels for lunch. They won’t get any judgement from me. We’ll find out what happened eventually. Every shop has their share of dirty laundry. Thankfully no one was hurt.
 
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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If this is something that’s constantly happening with different FO’s I’d personally bring it to the attention of someone in the training center. Is there something that’s not being taught during training or caught during OE.
 
phill1174 said:
If this is something that’s constantly happening with different FO’s I’d personally bring it to the attention of someone in the training center. Is there something that’s not being taught during training or caught during OE.
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You’re not done flying until the engines are off and you’re chocked, but evidently that knowledge isn’t universal.
 
roundout said:
Ok, Boomer
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mmmmmmmm Boomer (though I'm much more a Starbuck fan)
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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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It doesn't help when you have a fleet of 75's and 76's you trade off flying. The 757 wants to crash the nose gear after touchdown. Doesn't help that you're sitting on top of it. The 76 wants to raise the nose as the speedbrakes come up. For sure you have work to do after touchdown on the 75.
 
phill1174 said:
They won’t get any judgement from me. We’ll find out what happened eventually. Every shop has their share of dirty laundry.
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I can't say that a single engine fly by would be a good decision, or that it is a decision I would make were it my decision to make. In fact, at at least one 121 carrier the FOM specifically recommends not doing a fly by with a gear issue.

Checks notes

757 flying squares around SFO trying to explain why they can't continue, 737 taxiing around Denver on a summer day with the thrust pushed up and the brakes being ridden...., those two come immediately to mind. Throw this on the pile of cringey decisions being made in recent years. Or maybe the investigation will turn up something we don't know yet.

Reading the significant operational reports, it's amazing more hasn't made the news.

🤷‍♂️ I just work here.
 
At my shop we recently had an aircraft land with a scary low fuel state after doing a flyby while troubleshooting a gear issue. Recent messaging from the company is pushing that the downsides of a flyby greatly outweigh the benefits. Based on that and a few other similar situations over the years, I'm not really a fan of flybys, especially if single engine. That's going to be my only take on this incident until more information comes out
 
DE727UPS said:
It doesn't help when you have a fleet of 75's and 76's you trade off flying. The 757 wants to crash the nose gear after touchdown. Doesn't help that you're sitting on top of it. The 76 wants to raise the nose as the speedbrakes come up. For sure you have work to do after touchdown on the 75.
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Yeah, but someone will read this and then I'm going to have to brief the flare every leg as opposed to just flying the aeroplane. (Just imagine me banging my forehead into the glareshield during said briefing.)

roundout said:
757 flying squares around SFO trying to explain why they can't continue
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On VHF, calling in fatigued, inflight, brilliance.

roundout said:
737 taxiing around Denver on a summer day with the thrust pushed up and the brakes being ridden....,
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This, somehow, managed to be dumber than the first one you brought up.

roundout said:
Reading the significant operational reports, it's amazing more hasn't made the news.
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Concur.

roundout said:
🤷‍♂️ I just work here.
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Same.

luke3 said:
At my shop we recently had an aircraft land with a scary low fuel state after doing a flyby while troubleshooting a gear issue. Recent messaging from the company is pushing that the downsides of a flyby greatly outweigh the benefits. Based on that and a few other similar situations over the years, I'm not really a fan of flybys, especially if single engine. That's going to be my only take on this incident until more information comes out
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If it was a 757 in the event you mentioned:
1) There is no low-fuel warning per se fitted to the airplane, merely a FUEL CONFIG light because Boeing assumed you'd not run the thing out of fuel, and
2) "Disregard FMC fuel computations with the landing gear extended" is the first line of that procedure.

That said, the level of overall 'yikes' married to 'what, if anything, were you thinking' is pretty damn high of late.
 
luke3 said:
At my shop we recently had an aircraft land with a scary low fuel state after doing a flyby while troubleshooting a gear issue. Recent messaging from the company is pushing that the downsides of a flyby greatly outweigh the benefits. Based on that and a few other similar situations over the years, I'm not really a fan of flybys, especially if single engine. That's going to be my only take on this incident until more information comes out
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I've always been told since day 1 at the airlines that fly bys are never worth the risk. Has this stopped being taught at some point?
 
jhugz said:
“At 50 feet, it’s a 73, and gonna land like ass regardless of what I do. I’m gonna close my eyes, hope the muscle memory kicks in, and hopefully this controlled crash won’t scare too many people in the back.”
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One no-grade as good as the next, as a naval aviator might put it.
 
jhugz said:
“At 50 feet, it’s a 73, and gonna land like ass regardless of what I do. I’m gonna close my eyes, hope the muscle memory kicks in, and hopefully this controlled crash won’t scare too many people in the back.”
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I'm gonna be honest, I'm 1000 hours into the 737. Y'know how in the CRJ the sight picture was like a movie still, how the airspeed would stay in the bug, unflinchingly, unmovingly solid, no left right, just hold it and land.

Ya, I still haven't figured out how to get the 737 to be plus or minus 5 knots under 1000', I don't get why its so unstable in the final stages of the approach. Thermals in San Antonio, Calm winds, 17 knot cross with gusts, doesn't matter, it's always sloppy.

It's annoying
 
Soku39 said:
I'm gonna be honest, I'm 1000 hours into the 737. Y'know how in the CRJ the sight picture was like a movie still, how the airspeed would stay in the bug, unflinchingly, unmovingly solid, no left right, just hold it and land.

Ya, I still haven't figured out how to get the 737 to be plus or minus 5 knots under 1000', I don't get why its so unstable in the final stages of the approach. Thermals in San Antonio, Calm winds, 17 knot cross with gusts, doesn't matter, it's always sloppy.

It's annoying
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I’ve noticed this is often pilot induced……the pilots who on short final, transition to this weird freaking rapid left/right aileron with the yoke, seemingly constantly correcting the inputs they themselves are inducing…..for what reason, I don’t know.
 
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