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I think the 777 has it too, but I don't know for sure. Keeping the APU on in the EDTO areas isn't a general thing. None of the big twins do as a matter of course. I think it has a lot to do with the ability to start the APU at altitude. Some are more reluctant than others. APU inlet doors can...

There are some cases when you do. Even on the 380, it was started as part of the preparation for a Cat III approach. But, running it all of the time would incur maintenance and fuel burn costs, far beyond any likely benefit. I think that there are some aircraft on which the APU will...

Obviously we don't know what has failed or when. Video of the landing, seems to show exhaust behind the right engine, and not the left. For the aircraft to complete a go around, travel some way to the north, turn back to the runway, and arrive there with substantial energy means that there has...

And they have cables in some places too. A long field engagement is the sort of thing that you'd need after a high speed abort. When flying the A-4, we used to ask them to lower the barriers, as they were set up for Macchi/Mirage, and the upper cable would impact our coughpit if we tried to...

I didn't notice this comment the first time around. Complete gibberish. There are a number of pilots, ATCs and engineers reading this thread. I'm not convinced about your qualifications though...

Hell of a guess. As you've got it all worked out, how about a discussion of energy management during base turn on a glide approach.

In normal circumstances, checklists wouldn't be any sort of issue. After the go around, when you level off, the support pilot would quickly run the after takeoff c/l (which only has a few items), and then as you were coming on to finals, the landing c/l, which is also short. You'd need to fly...

The timeline needs to go down to seconds. The 180º turn alone would have taken about a minute.

It's a valid thought, and is where Sullenberger made his most important decision. There are certainly many cases where it won't work, but a look at the Muan area map is interesting.

That shot was taken during construction. Most of what you're looking at is now buried.

Perhaps not, but they’re much more likeable than many humans.

Which means that at least one engine was running, at least for a while. Such a pity FR24 hasn't got any data around the base turn area. Yep. Speed required will vary by aircraft, but probably down to 160 knots or so.

I doubt that there was panic. Birdstrike is a common event. Engine failure on the other hand, not so much. But, it's practiced multiple times every time you even go near the sim. But, yes, whilst anything is possible, I suspect that there was a lot more going on. Looking at the head on shots of...

That is an extremely pertinent question. I was looking for any time stamps on the video, but haven't found any. The ADSB data ends at 8:58, and avherald has the accident happening at 09:05. If the window is truly that tight, then they've really been in a huge hurry to get down, and it does start...

Which is always the case, and is more or less the basis of prune. On the other hand, this accident appears to have attracted a lot less commentary than usual from non flyers, and there is plenty of reasonable discussion from people with lots of experience on the 737, know the airfield, or have...

More than any other accident that I can think of, this has got the masses at pprune scratching their collective heads.

As you're aware, reverse thrust isn't really a braking system, and for that reason isn't even considered in most calculations.... But, it is very effective at blasting water off the runway, so that the tyres have greater grip, and so the braking system can work harder. It's well worth the weight...

Actually you would use asymmetric reverse. There is very little yaw, and it's easily countered without any additional considerations. Reverse doesn't actually produce much 'reverse' thrust.

Qantas operations doesn't get to direct the flight anywhere. This isn't the USA. That will be decided by the Captain. And you don't understand the fuel jettison and management system of the 380. There is zero risk of flying further with an engine shut down (assuming it was a 'clean' shutdown...

Birds are taking a lot of heat this week. Looking at prune, and the people there are scratching their heads. A bird strike cannot directly cause a gear malfunction. From what people who know the airport are saying, the landing video does not tie up with the FR24 data, so there would appear to...