Ask The Pilot

[jb747]

After landing today on a Vietnam Airlines A321, I was quite surprised that the flaps were never retracted. As we got off the plane, they were still literally all the way down. Any reason for this or might they have "forgotten"?

There are sometimes reasons for leaving them out. Any sort of flap issue during extension would be a good indicator to leave them wherever they ended up. If the landing roll took you through any pooled water it might also be a good idea.

And yes, they might simply have been forgotten....

 

[Mattg]

There are sometimes reasons for leaving them out. Any sort of flap issue during extension would be a good indicator to leave them wherever they ended up. If the landing roll took you through any pooled water it might also be a good idea.

And yes, they might simply have been forgotten....

Thanks jb. I suspect it was the latter because there didn't appear to be any issues extending them and there certainly wasn't any water on the runway or anywhere. Would there be any negative consequences of forgetting or does it just mean that the next crew has to retract them?

 

[flychrisfly]

What is the sequence of events at the top of the descent? I ask as it seems that the engines are wound back sometime (a minute or 2?) before the nose is tilted down but it might just be my perception of things.

Thanks.

 

[juddles]

After landing today on a Vietnam Airlines A321, I was quite surprised that the flaps were never retracted. As we got off the plane, they were still literally all the way down. Any reason for this or might they have "forgotten"?

Have recently done a few flights where the flaps were never EXTENDED prior to takeoff. It alarmed me at the time, but after very short and succesful takeoffs, I allowed the pessimistic side of me to get overpowered, and I realised that, as expected, the actual pilot knew a sh_tload more than me and everything was under control.

 

[Major]

Have recently done a few flights where the flaps were never EXTENDED prior to takeoff. It alarmed me at the time, but after very short and succesful takeoffs, I allowed the pessimistic side of me to get overpowered, and I realised that, as expected, the actual pilot knew a sh_tload more than me and everything was under control.

That's why I sit up the front of the bus....you can't see them

 

[MEL_Traveller]

What is the sequence of events at the top of the descent? I ask as it seems that the engines are wound back sometime (a minute or 2?) before the nose is tilted down but it might just be my perception of things.

Thanks.

i don't know, but I've always associated the reduction of engine power with an almost immediate commencement of decent...

 

[markis10]

i don't know, but I've always associated the reduction of engine power with an almost immediate commencement of decent...

ATC will often request minimum speed for sequencing, so the engines will be dropped back but altitude maintained, happened to me in a 738 Saturday night when MEL was on one runway.

 

[serfty]

Reduction in power can also mean the 'dreaded' holding pattern as an frequenter of the 'golden triangle' would be aware ...

 

[markis10]

Reduction in power can also mean the 'dreaded' holding pattern as an frequenter of the 'golden triangle' would be aware ...

Although its not often you will get a holding pattern at cruise, it's normally on the decent profile all depending on the traffic.

 

[ozbeachbabe]

i don't know, but I've always associated the reduction of engine power with an almost immediate commencement of decent...

Everytime I've taken off on RW 34R in SYD you can feel the aircraft noticeably power back as it banks right & heads out to sea before the flight gets clearance to the next altitude.

Some pax may find it a tad unnerving if they didn't know what was going on. Often the Captain or F/o will do a P/A to advise pax what's happening.

 

[harvyk]

Everytime I've taken off on RW 34R in SYD you can feel the aircraft noticeably power back as it banks right & heads out to sea before the flight gets clearance to the next altitude.

Some pax may find it a tad unnerving if they didn't know what was going on. Often the Captain or F/o will do a P/A to advise pax what's happening.

what type of plane? Most of the arvo cbr flights I've been on have taken off from rwy 34R and I've never noticed the plane backing off after take off... This is typically in a b738

 

[mannej]

I've noticed it on the 333's out of HKG. Did warn the partner when she joined me, which was probably a good thing.

 

[oz_mark]

I've noticed it on the 333's out of HKG. Did warn the partner when she joined me, which was probably a good thing.

I've never felt it on the A330's, but you can certainly notice the drop in volume from the engines.

 

[markis10]

what type of plane? Most of the arvo cbr flights I've been on have taken off from rwy 34R and I've never noticed the plane backing off after take off... This is typically in a b738

I think you are confusing 34R with 16R, it would be unusual to have a south bound flight taking off from the north bound racetrack that is 34R 16L, and given that the winds are predominately from the south in the afternoon its likely to be 16R.

 

[harvyk]

I think you are confusing 34R with 16R, it would be unusual to have a south bound flight taking off from the north bound racetrack that is 34R 16L, and given that the winds are predominately from the south in the afternoon its likely to be 16R.

Nope, def RWY 34R, every so often the pilot comes on the PA and makes some sort of quip about "whilst it might seem like we're driving to CBR, we really are planning to fly there", we then typically take 3 right hand turns which as a guess puts us back towards the coast at WOL...

I've been on relatively few flights which have departed from 16R (love it because it's a short taxi, hate it because typically it's involved a long wait in a queue), with 34L the most common one I've been on...

 

[harvyk]

Of course I am working with a relatively small sample size, it's quite likely that the plane has typically used RWY34R when I've been on it, but it's not the typical RWY used by that flight...

 

[markis10]

Of course I am working with a relatively small sample size, it's quite likely that the plane has typically used RWY34R when I've been on it, but it's not the typical RWY used by that flight...

Its possible when they are doing contra rotation, but rare.

 

[harvyk]

I found a website calling itself smart coughpit - SmartCockpit - Airline training guides, Aviation, Operations, Safety
Just going through a couple of their questionnaires was interesting (I went for the 747 ones obviously), but it did make me wonder, is this website and it's questionnaires accurate?

(If so I won't be putting my hand up the next time a CSM comes onto the PA asking if anyone knows how to fly a plane... )

 

[Awesom Andy]

(If so I won't be putting my hand up the next time a CSM comes onto the PA asking if anyone knows how to fly a plane... )

Not a bad move, as long as you can handle the communication, the auto-pilot, and both the plane and the airport are CAT III b capable.

 

[harvyk]

Not a bad move, as long as you can handle the communication, the auto-pilot, and both the plane and the airport are CAT III b capable.

On the bright side, I do know which button on the yoke disconnects the auto pilot and which button is for transmit voice... So I guess we're not all dead the moment I touch something...

Also some of the question's I did get wrong where questions about EICAS messages. Does a pilot need to know every message which EICAS could throw up, even if obscure \ seldom seen? Or is it acceptable for a pilot to only know the major ones which will come up most flights, plus messages which require instant action on behalf of the pilot (eg APU FIRE), and then rely on procedural books for abnormal messages?