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Posted: 4/19/2017 11:41:06 AM EDT
Don't remember seeing this one yet.
Supposedly GOL airlines in Brazil. Looking at the radar, I wonder why they even started the approach, mush have had a hot date or something.  Failed To Load Title |
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Posted: 4/19/2017 11:52:23 AM EDT
[#1]
Interesting. I wish I could see the airspeed and altitude. Looks like he had a good climb rate the whole time?
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Posted: 4/19/2017 12:00:22 PM EDT
[#2]
Quote HistoryQuoted:
Interesting. I wish I could see the airspeed and altitude. Looks like he had a good climb rate the whole time? |
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Posted: 4/19/2017 12:11:15 PM EDT
[#3]
"Go Around Windshear Ahead"
It looked a lot tamer than the sim. 
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Posted: 4/19/2017 2:15:56 PM EDT
[#4]
Is the rightseater reading the checklist?
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Posted: 4/19/2017 3:26:55 PM EDT
[#5]
Sure doesn't look as responsive as my little airplane. Attitude appeared stable with lots of control input. You can see the altitude ribbon the right side. It looks like pitch angle increased significantly prior to any increase in altitude. Can someone provide some insight into this?
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Posted: 4/19/2017 4:20:25 PM EDT
[#6]
Quote HistoryQuoted:
Sure doesn't look as responsive as my little airplane. Attitude appeared stable with lots of control input. You can see the altitude ribbon the right side. It looks like pitch angle increased significantly prior to any increase in altitude. Can someone provide some insight into this? The bigger the airplane, the longer it takes to get it to change directions. Once he sets "radar power" or pushes the thrust levers all the way up, it takes a few seconds for the engines to respond and spool up. Turbines make most of their power in the last 20% or so of rotational speed. It can seem like forever for the engines to spool up from idle, especially in older airplanes. Once they get the power up, and the nose pointed up, it looks like they maintain a pretty good rate of climb. Wish we could see the airspeed, and what it's doing. ETA: Also, the slower your airspeed, the more pitch change it's going to take to change the flight path. All the drag they have hanging out isn't helping the cause either. |
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Posted: 4/19/2017 7:33:18 PM EDT
[#7]
That poor bastards face was painted with fear.
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Posted: 4/19/2017 8:33:46 PM EDT
[#8]
Had a windshear going into to Freeport Bahamas in a King Air C90B once.
It was my leg and flying the full ILS approach (non-radar) when the shear snagged us. The captain and me both grabbed power levers at the same time. We saw a 40 knot decrease followed by damn near 60 increase. Turns out there was a bit of a microburst that a 737 reported as THEY were going around that the approach controller forgot about... the bastards. To say it scared us shitless would be an understatement. Our pax were clueless about it as we lied like rugs about the reason.
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Posted: 4/19/2017 9:29:00 PM EDT
[#9]
Based on the size of his wristwatch they were never in any danger...
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Posted: 4/19/2017 10:23:16 PM EDT
[#10]
Can any of you transport category guys explain why the gear wasn't raised once a positive rate was achieved and things seemed to calm down a bit?
FWIW my experience is all in light singles and twins but it seems to me you'd want to get them tucked up in the wells once terrain clearance and positive rate is achieved. |
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Posted: 4/19/2017 10:33:14 PM EDT
[#11]
Quote HistoryQuoted:
Can any of you transport category guys explain why the gear wasn't raised once a positive rate was achieved and things seemed to calm down a bit? FWIW my experience is all in light singles and twins but it seems to me you'd want to get them tucked up in the wells once terrain clearance and positive rate is achieved. It looks like they went around because of a predictive windshear warning, the radar and computer see possible windshear ahead, not a reactive windshear warning. That should be a normal go around, not an escape maneuver. But like vne noted, the captain appears a little amped up. |
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Posted: 4/19/2017 10:51:26 PM EDT
[#12]
Quote HistoryQuoted:
The established windshear escape procedure (at least in every transport category airplane I've ever flown) is to apply maximum power, pitch to 15 degrees or flight director command (if equipped with windshear escape guidance), and leave the configuration alone. Once you are positive you are clear of the shear, with acceptable performance you clean the airplane up. It looks like they went around because of a predictive windshear warning, the radar and computer see possible windshear ahead, not a reactive windshear warning. That should be a normal go around, not an escape maneuver. But like vne noted, the captain appears a little amped up. |
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Posted: 4/19/2017 11:02:19 PM EDT
[#13]
Quote HistoryQuoted:
I don't think he really wanted to make that approach to start with... which means he shouldn't. |
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Posted: 4/20/2017 9:18:16 AM EDT
[#14]
Quote HistoryQuoted:
The established windshear escape procedure (at least in every transport category airplane I've ever flown) is to apply maximum power, pitch to 15 degrees or flight director command (if equipped with windshear escape guidance), and leave the configuration alone. Once you are positive you are clear of the shear, with acceptable performance you clean the airplane up. It looks like they went around because of a predictive windshear warning, the radar and computer see possible windshear ahead, not a reactive windshear warning. That should be a normal go around, not an escape maneuver. But like vne noted, the captain appears a little amped up. |
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Posted: 4/20/2017 11:16:18 AM EDT
[#15]
Doesn't the 737NG have a HUD for the Captain?
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Posted: 4/20/2017 3:06:55 PM EDT
[#16]
Quote HistoryQuoted:
Doesn't the 737NG have a HUD for the Captain? |
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Posted: 4/20/2017 7:53:20 PM EDT
[#17]
Macho pilots.
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Posted: 4/20/2017 10:05:25 PM EDT
[#18]
Quote HistoryQuoted:
It looks like they went around because of a predictive windshear warning, the radar and computer see possible windshear ahead, not a reactive windshear warning. That should be a normal go around, not an escape maneuver. And you can see his VSI on the right side of his ADI. It never goes very low, -500 FPM and then pegs at +2000 FPM (that's as far as the line goes but the digital read out goes much higher). |
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Posted: 5/1/2017 9:26:18 PM EDT
[#19]
Is that hail right at 1 minute ?
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Posted: 5/1/2017 9:46:50 PM EDT
[#20]
Wipers are out of sync.
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Posted: 5/2/2017 10:25:01 AM EDT
[#21]
Quote HistoryQuoted:
Is that hail right at 1 minute ? |
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Posted: 5/2/2017 10:57:59 AM EDT
[#22]
Quote HistoryQuoted:
That's kinda what I was getting at in the OP. Looking at the radar, I wouldn't be poking my nose in that stuff to start with. Quote HistoryQuoted:
Quoted:
I don't think he really wanted to make that approach to start with... which means he shouldn't. |
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Posted: 5/2/2017 11:35:01 AM EDT
[#23]
Quote HistoryQuoted:
Same here, I was just assuming the guy wanted an adrenaline rush.... Perhaps there was some other reason he went through that. I can't imagine what it would be. Thread drift, you in MSN? My home town, learned to fly there way back in the dark ages. Beat up the pattern for many hours as a CFI, back when the runways were 4/22 and 13/31. Been a very long time since I've been back, though. |
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