Oh UPS….

ADS-B data indicates this was their third approach.

RCTP 131230Z 10028G41KT 9999 FEW015 SCT180 31/22 Q1000 WS ALL RWY NOSIG RMK A2955=
RCTP 131200Z 10023G36KT 9999 FEW015 SCT180 31/22 Q1000 WS ALL RWY NOSIG RMK QFF 1000.6HPA A2955=

Would be a 20 kt crosswind gusting to 30 kt on runway 05L.

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On another forum an experienced major airline Captain mentioned having a "two approaches max" rule. I had a pretty good discussion with my two FOs about this last week, as we were scheduled to land in Edinburgh right as the leading edge of storm Floris was going to hit the UK, bringing similar gusty winds and rain. We calculated that we had enough fuel for two attempts before having to divert, and considerations for using both or just getting out after the first try. I personally still look at it on a case by case basis, being very much an "it depends" kind of guy, but that statement had me wondering if I was being too libertine. Do you guys have any hard and fast rules in these cases? Two approaches max? Keep trying until bingo fuel? Look at each case individually? We ended up getting in no problem, as it didn't really pick up on the ground until an hour after we landed. However having the wind shear from 45kts to about 10kts passing through 1,000 feet was sporty.
 
luke3 said:
On another forum an experienced major airline Captain mentioned having a "two approaches max" rule. I had a pretty good discussion with my two FOs about this last week, as we were scheduled to land in Edinburgh right as the leading edge of storm Floris was going to hit the UK, bringing similar gusty winds and rain. We calculated that we had enough fuel for two attempts before having to divert, and considerations for using both or just getting out after the first try. I personally still look at it on a case by case basis, being very much an "it depends" kind of guy, but that statement had me wondering if I was being too libertine. Do you guys have any hard and fast rules in these cases? Two approaches max? Keep trying until bingo fuel? Look at each case individually? We ended up getting in no problem, as it didn't really pick up on the ground until an hour after we landed. However having the wind shear from 45kts to about 10kts passing through 1,000 feet was sporty.
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I think case by case is the best way to do things. Having that two'ish max in your mind is solid, but fatigue, fuel, current conditions, etc. will always play a factor.

We did 3 into ORD once as the entire region was windy AF and a divert wouldn't have done us much good. Probably the sportiest landing I've ever done and hopefully it will remain that way.
 
I don’t make the call when I wear my airline hat, but wearing my other hat, in a particularly fuel limited gas guzzler, I’d have to find a pretty compelling reason to stick around for more than 2. Even trying it again after a first missed would be questionable unless something had changed. Apples to oranges, but I feel like a similar thought process could be applied to most flying. SE AK probably being an outlier, where one direction gets you in, while the other end of the runway is socked in.
 
///AMG said:
I don’t make the call when I wear my airline hat, but wearing my other hat, in a particularly fuel limited gas guzzler, I’d have to find a pretty compelling reason to stick around for more than 2. Even trying it again after a first missed would be questionable unless something had changed. Apples to oranges, but I feel like a similar thought process could be applied to most flying. SE AK probably being an outlier, where one direction gets you in, while the other end of the runway is socked in.
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Just have 'em stretch the net across the flight deck.... ;-) I should know, but do reserve guys even fly off the carrier?
 
///AMG said:
I don’t make the call when I wear my airline hat, but wearing my other hat, in a particularly fuel limited gas guzzler, I’d have to find a pretty compelling reason to stick around for more than 2. Even trying it again after a first missed would be questionable unless something had changed. Apples to oranges, but I feel like a similar thought process could be applied to most flying. SE AK probably being an outlier, where one direction gets you in, while the other end of the runway is socked in.
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I just came here to say I've done one approach into KTN and the turbulence was so awful and the real deal windshear escape was equally concerning, my rule was "F no ain't doin that again".

The passengers thanked us for not trying again when we dropped them at the next stop.

So I'd say it is situational. Weather, fuel, turbulence it all adds into the decision making process.
 
///AMG said:
I don’t make the call when I wear my airline hat, but wearing my other hat, in a particularly fuel limited gas guzzler, I’d have to find a pretty compelling reason to stick around for more than 2. Even trying it again after a first missed would be questionable unless something had changed. Apples to oranges, but I feel like a similar thought process could be applied to most flying. SE AK probably being an outlier, where one direction gets you in, while the other end of the runway is socked in.
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This is the way. Unless something has changed, why bother? Time to split, land, get gas, and get whatever passes for coffee at your diversion airport.
 
The guy who took that video is a really cool guy (Suda Kana)....of course Sam Chui takes it from him and uploads it with a caption fron AVHerald. Original.

@jalkana got other videos of EVA planes touching down like 90 degrees off centerline that day.
 
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///AMG said:
I don’t make the call when I wear my airline hat, but wearing my other hat, in a particularly fuel limited gas guzzler, I’d have to find a pretty compelling reason to stick around for more than 2. Even trying it again after a first missed would be questionable unless something had changed. Apples to oranges, but I feel like a similar thought process could be applied to most flying. SE AK probably being an outlier, where one direction gets you in, while the other end of the runway is socked in.
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Like... would knocking the nose gear off a stolen F-14 and not being able to eject and having to crash into a barrier but you get to bang Jennifer Connelly be a compelling enough reason?

It would be for me, but I am trying to learn from pros now that this MOSAIC thing looks possible.
 
WacoFan said:
Like... would knocking the nose gear off a stolen F-14 and not being able to eject and having to crash into a barrier but you get to bang Jennifer Connelly be a compelling enough reason?

It would be for me, but I am trying to learn from pros now that this MOSAIC thing looks possible.
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Haha i dunno, but worth it. Damn she still looked good
 
Oxman said:
I'm sitting here saying.. no no no no... don't try it!

When you're facing the ramp someone should say "Go around".
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These vids are often taken with a lens (telephoto maybe?) that exaggerates the crab.

Still, that was hairy AF. Looked like they almost got #1 also
 
Malko said:
Just have 'em stretch the net across the flight deck.... ;-) I should know, but do reserve guys even fly off the carrier?
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No not generally. Some of our EWOs do go out there with cat 1’s pilots during CQ when there are classes that are a little lopsided (more pilot than EWO). The overhead for a qualified pilot to get current to do it, would be generally too much (EWOs have no requirements). And there wouldn’t be a situation where they would have to find a pilot to take a student EWO who didn’t already have a student pilot. They just wouldn’t send the EWO, and if they ended up in a boat squadron, they’d see it there. I might make a play to do it one last time before i retire, for old time sake. But i have been peacefully boat free for about 6 years now. At one point in time, we had a reserve air wing (or actually several, but the last iteration was just one). We still do have one, but it is for all the VFC’s now, VAQ-209, and then us (and the other VFA FRS SAUs) as well. But back then they had deployable hardware squadrons. The last one to have deployed on a CVN that i know of, was VFA-201, in 2003 on the Teddy Roosevelt. They flew the initial strikes of OIF in Iraq. The legends from that deployment are film worthy. Sadly CVRW-20, was renamed Tactical Support Wing (TSW) which is my current parent command/wing. Their hardware assets were redistributed back to the active navy as well as adversary duty. I believe CVWR-30 was decommissioned in the 1990s in the BRAC timeframe, after we no longer needed a reserve force of deployable carrier aviators and aircraft for WWIII.
 
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