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Landing 16R at Narita !!!!!!!! Crosswinds and Wind-Shear are no fun !!!!!! Go Around !!!!!! For all the Pilots in Training out there !!!!!


http://www.tcmag.com/magazine/korean_ai ... skidmarks/

I've been a passenger on a landing like that just once. It was at Christmas time and I left from John
Wayne airport in Santa Ana Ca. We where on the tarmac for a hour waiting for clearance to take off. Finally
the captain came on the intercom stating we where real heavy and they where checking to see if they could
safely take off. John Wayne airport has noise restrictions so they take off at maximum angle and then back
off to minimum take off power once they reach a certain altitude. I remember it like it was yesterday, he
rotated after we should have and used every foot of the runway. The plane shook pretty good but slowly
climbed. When he throttled back the plane felt like it almost stalled and then you could tell he went to full
power. We climbed out and headed to Ohara where I was suppose to then continue to Hartford Conn.

There was snow in Chicago and it was pretty choppy headed in. I fly often enough to know where on the
runways they tried to touch down and he should have gone around but stuffed it down. We touched the left
gear, then the right gear, up again then hard down on both mains. I figured I pressed my luck enough that
day and got off the plane and took another flight.

Scary... Been on a few myself over the years.

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This is true. Where I grew up the hills were so steep and long, when your ball rolled down the hill you just said "screw it"...

Thanks Saint Barry. My father told me a few interesting stories about his experiences flying a C-46 during WWII. If we ever meet up I'll have to tell you about them. The video reminded me of one. He's 91 now and barely remembers being in the Air Corps.

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If it surges, that's normal, upshift.

- I notice that they pulled the landing gear up as they went around again (?) Would that be normal practice? I would have been concerned that the gear had been damaged with the heavy impact and it would have been wiser to leave it down just in case it either didn't retract fully . . or refused to go back down again

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Always remember, there will be greater and lesser people than yourself . . . you can learn from either!

Stick to motorbikes, eh, Rick! Saint Barry will explain...!

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"One day, your life will flash before your eyes. Make sure it's worth watching." : anon.

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I'm just puzzled I assume that there is severe wind resistance off the massive wheels Etc So they retract them, But I have seen landing gear collapse under such harsh impacts and wondered WHO makes the decision to retract or leave the gear down . . . . . . . . Ahhhh sod it . . . . I don't care . . . I'll stick to bikes

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Always remember, there will be greater and lesser people than yourself . . . you can learn from either!

Just stirring, Rick, they want it clean as poss. going up, so it flies better, and the undercarriage is incredibly strong, relatively, so that is pretty much S.O.P.

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"One day, your life will flash before your eyes. Make sure it's worth watching." : anon.

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http://www.youtube.com/watch?v=83ItkUKnkeQ
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Always remember, there will be greater and lesser people than yourself . . . you can learn from either!

On a go around........The 747-400 goes like this......Go around Trust,Toga button push,(which gives the pilots flight director guidance and go around thrust if the auto throttles are connected,positive rate of climb,gear up(you want to be clean if you have a engine failure),400 feet Lnav(Lateral Navigation) or Heading Select which tells the A/C which heading to fly !!! Lnav is for flying a procedure or a SID(Standard Instrument Departure ) which is what you will do most of the time unless there is a problem with the A/C or weather,1000 feet Vnav or FLCH (Veritcal Navigation or Flight Level Change) which will tell the A/C what speed and Altitudes to Fly.If the Pilots use FLCH,they must select the speed they want the A/C to fly at !!!!! Then retract the flaps on schedule when you get the speed for safe flap retraction.In the Simulators we practice go arounds all the time.Most of the time its in the weather where you can't see anything,and what the sim instructors will do as soon as you push togo and you get max thrust for the go around you pitch the A/C up and they will fail an outboard engine !!!! If you are not ready for it(with the lost of 58,000 lbs of thrust from the engine you can imagine the yaw..if you don't put full rudder on the good engines side,the plane will yaw and roll toward the dead engine and you and 378 people will die !!!!!! The video is on a clear day,and wind shear and cross winds can be bad,especially in NRT.You should see what its like when you are flying an instrument approach and break out at minimums with a big crosswind right at the limits.The A/C will fly in a crab to keep its heading and guidance to the runway and when you break out of the clouds the runway is not in front of you !!!!!! Not fun !!!!! Jim,thanks look forward to meeting you one day,and R.B. we always bring the gear up unless you have an indication that something else is wrong.When we practice 2 engine failures in the 747-400 you are committed to land when the gear goes down,and also if we go around with a single engine failure and forget the gear on a sim test,we fail !!!!