Where U at delta?

AAPalmTree

AAPalmTree

Well-Known Member
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oops!

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https://en.wikipedia.org/wiki/Qantas_Flight_1

The first officer was flying the plane during final approach. The aircraft's altitude and airspeed were high, but were within company limits. The rain was now heavy enough that the runway lights were visible only intermittently after each windscreen wiper stroke. Just before touchdown the captain, concerned about the long touchdown point (over a kilometre past the runway threshold) and unable to see the end of the runway, ordered the first officer to perform a "go-around" and the first officer advanced the throttles but did not engage the Takeoff/Go-around switch (TO/GA). At this point visibility improved markedly and the landing gear contacted the runway, although the aircraft continued to accelerate. The captain then decided to cancel the go-around by retarding the thrust levers, even though he was not flying the plane. This caused confusion as he did not announce his actions to the first officer who was still flying the plane. When over-riding the first officer's actions, the captain inadvertently left one engine at TO/GA power and as a result cancelled the preselected auto-brake settings.

The landing continued, but manual braking did not commence until the aircraft was over 1600 metres down the runway. Then the plane proceeded to hydroplane and skid its way down the runway, departing substantially from runway centreline. Company standard operating procedure mandated that idle reverse thrust should be used for landings and that flaps should be set at 25 degrees,[1]:17 not the maximum of 30 degrees. The combination of flaps 25, no auto-braking, no reverse thrust, a high and fast approach, a late touch down, poor Cockpit Resource Management, and the standing water on the runway led to a runway overshoot.
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