BR67 aborted landing at Heathrow...

[neilb62]

Hi all, last Saturday (9th April) I was on BR67 EVA BKK-LHR and we aborted just short of touchdown at LHR, climbing rapidly (full power?) and the flaps and wheels came in and up straight away.
There was nothing from the flight deck and after a circular tour of the home counties we landed normally.
I'm just wondering if anyone knows why or what happened?
Cheers.
Neil.

(we were already late, and we missed our connection onto the last BMI to Manchester grrrrr.)

[TheRealCarlL]

Used to see these every so often whilst at a friends house near heathrow. Perhaps you had too much speed approaching the end of the run way??

[Extra 300 Driver]

Sounds like a Go-around to me. The aircraft ahead must have been slow vacating the RWY causing the controller to give late clearance or the crew initiating a GA.

Quite standard and yes its full power, gear up, flaps up at the correct speeds, standard routing as directed by ATC back to land.

[Andy Zarse]

Extra 300 Driver said:

Quite standard and yes its full power, gear up, flaps up at the correct speeds, standard routing as directed by ATC back to land.

Unless you were on the same BA flight as me where they forgot to raise the gear and we broke the flap speeds, according to my friend sat next to me who is a BA skipper. He sat there tut-tutting and suggested there'd be a meeting later on at Gatwick...

[aeropilot]

Extra 300 Driver said:

Sounds like a Go-around to me. The aircraft ahead must have been slow vacating the RWY causing the controller to give late clearance or the crew initiating a GA.

Quite standard and yes its full power, gear up, flaps up at the correct speeds, standard routing as directed by ATC back to land.

Yup, regular occurance, I'd notice several aborts per week when I was working at LHR.

[mattdaniels]

Andy Zarse said:

Extra 300 Driver said:

Quite standard and yes its full power, gear up, flaps up at the correct speeds, standard routing as directed by ATC back to land.

Unless you were on the same BA flight as me where they forgot to raise the gear and we broke the flap speeds, according to my friend sat next to me who is a BA skipper. He sat there tut-tutting and suggested there'd be a meeting later on at Gatwick...

That's pretty impressive being able to tell the airspeed when sat down the back. Kudos to your friend.

[Andy Zarse]

mattdaniels said:

Andy Zarse said:

Extra 300 Driver said:

Quite standard and yes its full power, gear up, flaps up at the correct speeds, standard routing as directed by ATC back to land.

Unless you were on the same BA flight as me where they forgot to raise the gear and we broke the flap speeds, according to my friend sat next to me who is a BA skipper. He sat there tut-tutting and suggested there'd be a meeting later on at Gatwick...

That's pretty impressive being able to tell the airspeed when sat down the back. Kudos to your friend.

It doesn't take Isaac Newton to realise that that you'll break flap speeds after several minutes at full beans with flaps 40. But hey! What does poor old Isaac know compared a font of all knowledge like you!

[mattdaniels]

Andy Zarse said:

mattdaniels said:

Andy Zarse said:

Extra 300 Driver said:

Quite standard and yes its full power, gear up, flaps up at the correct speeds, standard routing as directed by ATC back to land.

Unless you were on the same BA flight as me where they forgot to raise the gear and we broke the flap speeds, according to my friend sat next to me who is a BA skipper. He sat there tut-tutting and suggested there'd be a meeting later on at Gatwick...

That's pretty impressive being able to tell the airspeed when sat down the back. Kudos to your friend.

It doesn't take Isaac Newton to realise that that you'll break flap speeds after several minutes at full beans with flaps 40. But hey! What does poor old Isaac know compared a font of all knowledge like you!

Next time you see Issac, ask him how do the flaps know that the engines are at full beans so that they know whether to snap off or not?

[fatboy b]

Andy Zarse said:

It doesn't take Isaac Newton to realise that that you'll break flap speeds after several minutes at full beans with flaps 40. But hey! What does poor old Isaac know compared a font of all knowledge like you!

When I learned to fly, pitch controlled speed, and throttle controlled height.

[Flintstone]

mattdaniels said:

Andy Zarse said:

Extra 300 Driver said:

Quite standard and yes its full power, gear up, flaps up at the correct speeds, standard routing as directed by ATC back to land.

Unless you were on the same BA flight as me where they forgot to raise the gear and we broke the flap speeds, according to my friend sat next to me who is a BA skipper. He sat there tut-tutting and suggested there'd be a meeting later on at Gatwick...

That's pretty impressive being able to tell the airspeed when sat down the back. Kudos to your friend.

That's easy. Wet finger out the window.

Don't you know nuffin?

Extra 300 Driver said:

Sounds like a Go-around to me. The aircraft ahead must have been slow vacating the RWY causing the controller to give late clearance or the crew initiating a GA.

Well, possibly. Lots of other reasons for a go around though. The most frequent in my experience being the examiner/instructor sitting behind me in the sim deciding he's bored


(Pssst! You forgot 'Positive rate of climb' in your go around )

Edited by Flintstone on Tuesday 12th April 16:09

[Simpo Two]

Presume a negative rate of climb is a dive?

Therefore 'positive' climb seems tautological.

[eharding]

neilb62 said:

I'm just wondering if anyone knows why or what happened?

Crew spotted an Air France A380 lurking about on the apron, looking a bit leery and probably spoiling for a fight, and decided to go round and hope it decided to pick on something else instead.

[john_p]

From http://casperflights.com/egkk/



remember this is not to scale

[Flintstone]

Simpo Two said:

Presume a negative rate of climb is a dive?

Therefore 'positive' climb seems tautological.

Well if I'd written 'positive rate' which is the callout 99% of people on here (only the pedants you understand ) would have asked "Positive rate of what?".

[Simpo Two]

'Climb' works for me - one syllable

But I suppose if you need to digitise it then you have to say +2, -6 etc (m/s) hence the positive and negative bit.

[Fat Albert]

Did two go-arounds myself on Sunday when returning to base, having been playing on big runways and the wind shifting around a bit I found myself a bit hot 'n' high on the first two attempts to get into our little strip with a slight tailwind. A bit less speed and a quick sideslip soon sorted that for a perfectly acceptable landing on the third attempt.

Much better to bin a landing and go-around than attempt to un-bungle it

[mattdaniels]

Simpo Two said:

'Climb' works for me - one syllable

But I suppose if you need to digitise it then you have to say +2, -6 etc (m/s) hence the positive and negative bit.

You don't need to give an exact figure, you're just looking for a confirmation that you have a positive rate on the Vertical Speed Indicator before you retract any flap, because if you're still descending and you whack the flap in, bad things can happen.

Edited by mattdaniels on Tuesday 12th April 19:39

[Ginetta G15 Girl]

mattdaniels said:

You don't need to give an exact figure, you're just looking for a confirmation that you have a positive rate on the Vertical Speed Indicator before you retract any flap

Let alone the fact that Flap retraction on the overshoot may actually cause the a/c to sink, an effect that can be quite marked in swept wing a/c. Additionally, owing to vagaries in the Static system(s) some a/c can give spurious VSI and altimeter readings as you rotate into the overshoot attitude.

For a 'normal' overshoot, whether engine out or not (ie not one modified by Noise Abatement criteria) I always used to teach:

Power - Attitude - Trim, check positively climbing on both VSI and Altimeter, Flaps to T/O setting, confirm still climbing and accelerating to at least V2, Gear UP, Safe Height, Safe Speed (usually V4), Flaps UP.

[Ginetta G15 Girl]

fatboy b said:

When I learned to fly, pitch controlled speed, and throttle controlled height.

That's generally the case in light a/c of the Spamcan genre. Do it in a C130 and you will Horlicks the approach - here you point it at the Threshold with the column and drive it in with power - ie Pitch controls attitude (and hence RoD), Power controls speed.

In an HS125 you set a constant power and control RoD, as well as speed, with the pitch angle because it handles like a delta winged a/c.

[Andy Zarse]

fatboy b said:

When I learned to fly, pitch controlled speed, and throttle controlled height.

So if you want to speed up you just push the stick forward? When did you crash then?