Another Southwest close call
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I appreciate that that write-up was not meant for a technically knowledgeable audience, but it reeks of alarmist clickbait.
I found no data for this flight in ADS-B exchange but I did find it in Flight Aware - https://www.flightaware.com/live/fli...427Z/PHNL/PHLI
Last edited by EXDAC; 17th Jun 2024 at 10:58.
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They were aware that most aircraft were going around on the approach. They briefed to expect to go around. Minimums are high, around 1000 feet. They executed or attempted to execute the go around. Fo stated as he followed the throttles up he pushed forward on the yoke. As he saw the speed building he retarded the throttles. They reached 238 knots at flaps 15 and descended to 400’ AGL before they reversed the descent and started climbing reaching a peak climb rate of 8500 FPM and busting the missed approach altitude by 700’.
One interesting thing in the report is that in the middle of all this the FO attempted to reengage the autopilot. It of course would not engage. This is common in many third world countries when things are going south in a hurry but less common in Europe and the US. The massive Covid hiring in the US led to airlines grabbing anyone with a pulse and some claim even a bit of grave robbing!
One interesting thing in the report is that in the middle of all this the FO attempted to reengage the autopilot. It of course would not engage. This is common in many third world countries when things are going south in a hurry but less common in Europe and the US. The massive Covid hiring in the US led to airlines grabbing anyone with a pulse and some claim even a bit of grave robbing!
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If Southwest Airlines Flight 2786 near Lihue Airport,
Original leak of the memo:
Original leak of the memo:
Somatogravic Illusion redux? 23 hour layovers often mean arrive tired and depart with the worst of timezone change and only one good sleep.
Sims are good, but not THAT good for true inner ear illusions. Gotta stay on that ADI/PFD, and assuming it is in the proper mode, the flight director.
I teach EET/UPRT, different plane, different airline.
Sims are good, but not THAT good for true inner ear illusions. Gotta stay on that ADI/PFD, and assuming it is in the proper mode, the flight director.
I teach EET/UPRT, different plane, different airline.
Why would a briefed missed approach result in task saturation? Shouldn't this be routine for a qualified and current crew? What was unusual about this missed approach before the unintended descent?
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EXDAC
"What was unusual about this missed approach before the unintended descent?"
Because his/her eyes were outside the cockpit? Because instead of instruments, FO was flying on butt cheeks? As above, ∆ ...
The a/c was below minimums before executing missed? Pushing the Nose down before power came up? Was this a MAX.
An MCAS deal?
Quote
Because his/her eyes were outside the cockpit? Because instead of instruments, FO was flying on butt cheeks? As above, ∆ ...
The a/c was below minimums before executing missed? Pushing the Nose down before power came up? Was this a MAX.
An MCAS deal?
Quote
Last edited by BugBear; 15th Jun 2024 at 21:07.
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I don’t know how the Boeing works but usually at my Airbus operator we keep the A/P engaged until we’re fully visual, so we can keep our workload low and reduce the margin for error for something as demanding as a go around… food for thought maybe seeing as keeping the automatics in probably would’ve avoided this whole situation?
Not really sure what the technical mystery is here.
As to "briefing the go-around," that just sounds to me like the PIC briefed the landing - and noted in that briefing that, given conditions, to expect a high likelihood of a GA.
It is called "situational awareness."
The less-experienced first officer “inadvertently” pushed forward on the control column while following [guarding] movement of the thrust lever caused by the plane’s automatic throttle. The pilot then cut the speed [should probably read "thrust"], causing the airplane to descend [even more].
It is called "situational awareness."
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ref https://www.flightaware.com/resource...)+Z+RWY+21/pdf
Originally Posted by Exdac
Would this aircraft have been unable to meet the 350 ft per NM required for DA 663?
Initial takeaways from this event include the importance of creating a shared mental model of the approach and any missed approach...
Well done to the crew for ASAPing.
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