We’d started taxiing to RWY34R and were just past Shep’s Mound when the ground stop happened.
Unless I had a vast amount of fuel, I'd bug out as soon as I heard something like that. And worth considering the situation of aircraft that actually have no alternate (as they aren't always required). In some cases you simply have to press on, and if they don't open the airspace, there's a word that will make it happen.
I was wondering about fuel while we waited, especially because of efforts to cool the cabin.
It may increase the duct pressure, and that should increase the air flow through the packs. I don't know whether the amount would be worthwhile.
Not something I ever even thought of doing in the 767/747/380, so I can' say for sure. You might actually be better off restarting the APU and feeding the cabin air from there.
You're not going to increase the power by much, simply because of the jet blast. Perhaps a couple of hundred kilos an hour of fuel flow.
Contingency fuel is sometimes planned, but any 'contingencies' are generally carried within the variable fuel. Basically that's 10% of the flight fuel, but to a maximum number preflight. For the 380, that was 5,000 kgs. In flight it's 10% of what you'll need to get somewhere. Anywhere.
And the workaround to that is to simply use an alternate that is close. For instance Stansted or Gatwick for London. They're so close that they are more or less sharing the same approach procedures. Rather like using Tulla and Avalon, or Changi and Paya Lebar. Legal, but just as likely to have exactly the same issues.
I doubt that there's really anything new in aviation, so I'm sure that it's been done before, and probably will be again. Pins are always an issue, because the tags can be pulled off, leaving just the pin. I always taught people to look at the hole the pins go into, and not to use the presence or otherwise of a tag as an indication.
I don't think I recall that one.
What would 7500- go around - fixed reserve = ?
Why not sonething that goes over the tubes?
The narratives that people have added onto it over the years are probably far more interesting than the actual event. This is what I get for going down PPrune rabbit holes in the middle of the night. More fool me.
It means you'd probably eat into the fixed reserve. There comes a time when you may not be able to go around. If you just flew a quick circuit, and not an instrument approach, then you could keep the burn down to about 2,000 kgs.
The point is that you don't look for the tags. They break, get pulled off, blow away. You look for the actual pin, or cover...the bit that will cause issues.
I'm not sure I would have even gone around off the first approach. It's only going to get worse at that time of day. Realistically no real danger in landing. I suspect the only difference between the approach as it was then and later would have been changes to the lights, and if you're going to autoland, I'd just about prefer it to be unlit. Can't get scared then.
At least they spelt “brakes” correctly in your version.
