Why does the plane go around. Interview with the pilot: the second round is a regular situation. Problems with the aircraft and crew. External signs

Normal approach- this is a landing approach during normal operation of all engines, systems and units of the aircraft, performed using the piloting technique provided for by the Flight Flight Manual and culminating in a normal landing.

Normal go-around- this is a go-around during normal operation of all engines, systems and units of the aircraft, performed using the piloting technique provided for by the Flight Flight Manual. Go-around lasts from the moment the decision is made until the moment the altitude is reached 400 m above the runway leading edge.

Aborted landing is a go-around with one engine failing during landing or earlier, performed from a minimum decision height H 1 £ 15 m above the runway at the intended touchdown point.

Extended landing is a landing with one or two engines that failed during the landing or earlier. Similarly, there are concepts of aborted and continued approach.

Consider the landing approach (Fig. 50 and 51) from the moment the aircraft enters the traverse of the LBM (H = 400 ... 600 m). In this place, at V = 370 km / h of the PR, the chassis is produced. When landing on the shortest path, the landing gear is released at a distance of 22 ... 25 km from the runway.

The third turn is performed at a speed of 370 km/h RL with a bank angle of 15...20°.

After the third turn, and when landing on the shortest path at a distance of 18 ... 20 km, at a speed of 330 ... 360 km / h PR (depending on the flight weight of the aircraft, Table 8 or Fig. 51), slats are released at 25° and then flaps at 30°.

During the extension of the slats and flaps, the speed is reduced so that at the end of the extension it is not less than 300 km/h RH. Longitudinal forces on the steering wheel after the release of the slats and flaps are removed by rearranging the stabilizer. If in the process of extending the slats or flaps the aircraft begins to roll, you should immediately suspend their extension and perform a landing with wing mechanization in the position at which the aircraft began to roll

The fourth turn is performed at a speed of 300 km/h RL in level flight with a bank angle of 15...20. After leaving the fourth turn before entering the glide path at a speed of 250 ... 280 km/h RL (depending on weight, see Table 8 and Fig. 51), flaps are extended at 43°. The release of the flaps at 43° leads to a rapid decrease in speed and an increase in pulling forces on the steering wheel due to the appearance of a diving moment of the aircraft. Longitudinal balancing is achieved by rearranging the stabilizer to pitch up.

After extending the flaps to 43° and balancing the aircraft with the stabilizer at the estimated glide path speed, the stabilizer should not be used until landing. Loads on the steering wheel and pedals must be removed by trim effect mechanisms.

Glide path descent must occur at a constant airspeed of 1.3 V co (1,3 Vs), but not more than the maximum allowable for flight with the wing flaps released (see Table 8 and graphs in Fig. 51). To maintain the mode of descent along the glide path, the same speed of rotation of all engines is set. If necessary, refine the descent along the glide path by synchronously changing the mode of the internal engines.

With a standard location of the LLB and LBM and a glide path angle of 2°40" the height of the passage of the LLB is 200 m, and the LLB is 60 m. The runway end span when the aircraft is moving along the glide path occurs at a height of 15 m, but not less than 10 m.

At a height of 10 ... 12 m leveling begins. During the alignment process, the engines are smoothly throttled to idle. The aircraft's leveling-off should be with a smooth increase in the pitch angle. Landing is carried out with a fixed steering wheel at a speed of 20 ... 25 km / h RL less than the speed of crossing the runway entrance end. It is not allowed to land the aircraft at a speed below 190 km/h RH (see Fig. 51).

After touching the runway with the wheels of the main landing gear, the aircraft smoothly descends onto the front landing gear, then the steering wheel is fully pushed away, the lift dampers and brake flaps are released, the thrust reverser of the external engines is turned on and the brakes are applied. The direction at the beginning of the run is maintained by the rudder. At a speed of not more than 170 km/h, the PR turns on the steering of the wheels of the front landing gear from the pedals. From this moment on, the direction of the run is maintained by the rudder and the controls of the wheels of the front landing gear from the pedals. At a speed of at least 50 km/h, the PR switches off the thrust reverser.

In case of emergency (landing on a slippery runway, brake failure, small runway size, etc.), reverse thrust can be used to a lower speed, up to a complete stop of the aircraft.

In exceptional cases, it is allowed to use the reverse thrust of all engines with their subsequent thorough inspection.

At the end of the run at a speed of not more than 50 km / h, it is necessary to switch the rotation of the wheels of the front landing gear to control from the helm (manual). After the runway is cleared, the wing mechanization is removed.

Consider the aerodynamic basics of landing (Fig. 50, 51 and 52). Normal descent along the glide path before leveling off occurs at an angle of attack of about 3° at Cy=1.68 (see point 1 in Fig. 52). In the process of leveling Su increases due to an increase in the angle of attack and partly as a result of the influence of the proximity of the ground. Aircraft landing occurs at angles of attack of 7°...9° at Supos=2...2.2 (points 2 And 2" in fig. 52). At the moment of landing, the lift force of the aircraft is equal to the landing weight Y =CySrV 2 /2=G.

The landing speed from this expression will be

Vpos=Ö2G/(C y pos rS)

After landing, the aircraft descends onto the front landing gear, its angle of attack decreases to a=3°, and Su up to 1.68 (point 3 in fig. 52). Extending the lift dampers by 20° causes an additional reduction in Su up to 0.46 (point 4 rice. 52). Therefore, after the aircraft has landed, the coefficient Su and lifting force are reduced by almost 5 times

the pressure force of the landing gear wheels on the runway increases, the friction force increases and the effect of the brakes increases. The release of lift dampers and brake flaps causes a significant increase in the coefficient Cx and the drag force of the aircraft. The use of engine thrust reverser additionally increases the braking forces of the aircraft (Fig. 53).

Thus, due to the use of flaps and slats, the Supos increases significantly, and the landing speed decreases. Coefficient increase Cx and the force of drag causes a decrease in the length of the air section along the landing distance and the length of the run. The use of brake flaps, thrust reverser lift dampers and brakes significantly reduces the length of the run.

If the landing speed Vpos and the aircraft run time tpr are known, then the average absolute value of acceleration will be jav=Vpos/tpr. The length of the run is determined from the expression Lpr = jsptpr 2 /2=V 2 pos / 2jsr.

The average value of the deceleration jav depends on the braking forces (force of drag x, negative thrust engines R, friction and braking forces Ftr 1 + Ftr 2 + Fbr) and aircraft mass t=G/g, i.e.

J = g(X+P+Ftr 1 +Ftr 2 +Fbr)/G

Run length

As can be seen from the formula, with a lower landing weight of the aircraft G , more Supos, greater air density and greater braking forces X + P + Ftr 1 + Ftr 2 + Fbr, the run length will decrease significantly. A large effect of the braking forces will be especially at the beginning of the run up to a speed of 50 km / h (speed of turning off the thrust reverser), since the force X and thrust R more. At the end of the run, the main braking force is the brakes of the aircraft.

The presence of a headwind (not taken into account in the formulas Lpr) reduces ground landing speed and run length.

When landing on an aerodrome with low air density (high temperatures, low pressure or high altitude of the aerodrome), the run length increases.

In the event of an aircraft landing with flaps retracted Supos decreases from 2.2 to 0.7 (by 3 times), which significantly increases the landing speed and the length of the aircraft run. At the same time, the length of the air landing section also increases significantly. Therefore landing with retracted flaps is difficult and landing calculation must be accurate. Of particular difficulty is landing on a slippery runway (covered with a layer of slush, water or icy), as the braking forces are significantly reduced.

The influence of all factors on the length of the calculated (actual) landing distance and run length is taken into account by nomograms (Fig. 54). On fig. 54 shows the determination of the required landing distance under the following conditions:

air temperature +15° С;

the height of the airfield in the standard atmosphere is 0 m (р=760 mm Hg);

landing weight 150 tons;

headwind speed 10 m/s;

runway slope up 1%:

Flaps extended at 43°, slats at 25°;

lift dampers and brake flaps extended to full angle;

two external motors in reverse mode;

The runway is dry.

The estimated (actual) landing distance is 1120 m, the required landing distance PPDS=Lpos/0.6==1.67×1120=1870 m to the main airfield, and to the alternate 1120×1.43=1600 m.

Landing distance calculated (actual) under standard conditions (t= 15°С, H=0, Wx = 0, qvpp=0, runway - dry, landing weight 150 t) is equal to 1350 m.

Required landing distance PPDS = 1350 / 0.6 = 2250 m for the main airfield and 1350 / 0.7 = 1935 m for the alternate (see Fig. 54).

Go-around. With a normal descent along the glide path, a safe go-around is possible from any height up to a height of 15 m, if the aircraft weight does not exceed the maximum allowable, the value of which is determined by nomograms (Fig. 55). At Vzp=250 km/h PR, glide path q=2°40", Wx=0, Vysn=3.2 m/s (Gpos=150 t). the circle grows.

For go-around, the engines are put into takeoff mode and the crew is warned about go-around.

As the thrust is increased, the aircraft smoothly recovers from the descent while maintaining a constant speed and landing course. With the appearance of a vertical rate of climb and the presence of a height of at least 5 m, the landing gear is retracted. Climbing is carried out at a constant speed equal to the rate of descent along the glide path, determined by the nomogram (see Fig. 51), but not exceeding 280 km/h PR. This speed limit is due to the strength of the aircraft with flaps extended at 43° and slats at -25° .

At an altitude of 120 m, the flaps are retracted up to 30 ° at a speed equal to the rate of descent (see Fig. 51). Full cleaning of the mechanization of the wing is carried out as follows

the same as during takeoff. The value of the speed by the end of harvesting mechanization is determined by the nomogram (see Fig. 25) and table. 7.

The maximum allowable landing weight is limited to:

the possibility of go-around

available runway length.

1. The maximum allowable landing weight of the aircraft in the landing configuration (dz=43°, dpr=25, landing gear extended), limited by the required climb gradient h n ³ 2.7% during go-around with one failed engine, is determined depending on altitude of the aerodrome (atmospheric pressure) and air temperature according to the nomogram (see Fig. 55). So, at an airfield height of 0 m (p=760 mmHg Art.) and an air temperature of 15 ° C, the maximum allowable landing weight is 151.5 tons (see Fig. 55).

2. The maximum allowable landing weight, limited by the available landing distance (runway length), can be determined from the nomogram (see Fig. 54). At the same time, we take the air temperature at the aerodrome and the available landing distance, which is set aside at the required landing distance, as the starting points for the calculation. distance, we calculate in the direction of the landing weight accounting chart. So, at an air temperature of 15 ° C, an airfield height of 0 m, a headwind of 10 m/s, an upward slope of the runway of 1% and an available landing distance of 1870 m, we get the maximum allowable landing weight of 150 tons.

Features of landing on a dirt runway. Preparation for landing is the same as for a concrete runway, but the maximum landing weight of the aircraft is 135,500 kgf. The process of approach and landing until the moment of touchdown is normal. The speed value during landing approach is determined according to the schedule (see Fig. 51) or according to Table. 8 for normal landing configuration.

After landing on the wheels of the main landing gear, by holding the steering wheel “towards you” ensure a smooth lowering of the aircraft onto the front landing gear, since an increased dive moment acts due to increased friction forces. The braking of the aircraft on the run after lowering onto the front landing gear is achieved with the help of lift dampers, brake flaps and wheel brakes without using the engine thrust reverser.

Due to the variable coefficient of friction (roughness and non-uniform runway surface), the aircraft run is accompanied by increased shaking and fluctuations in pitch, roll and course. The yaw of the aircraft along the course is significant when landing on a runway with a wet upper layer of soil and on a snowy runway. Given this, the direction on the run should be maintained with increased attention to the pedals (rudder and deflection of the wheels of the front landing gear) and, if necessary, braking the wheels.

When landing with incompletely extended wing mechanization, failed brakes and in other emergency situations, it is allowed to use engine thrust reverser to reduce the run length. It is allowed to perform individual landings (no more than 3%) with increased attention with a landing weight close to the maximum take-off for the ground.

24.07.2018, 16:27 10010

Many of those who watched disaster films realized for themselves that planes come into the second circle when everything is bad. That is, when a critical situation occurs. Is it really? Why are passengers not warned and informed about what is happening? And are they in danger? The Aero ticket will dispel all questions and bring clarity to understanding.

Contrary to the opinion about the worst, the departure of the aircraft for the second circle is quite a standard procedure. In most cases, an aborted approach is performed for several reasons.

Reasons for the departure of the aircraft on the second round

Runway (runway) occupancy is the most common cause. At most airports, traffic is so intense that planes take off for landing at intervals of less than one minute. As soon as the crew stays on the runway a little longer than the allotted time, the next aircraft is forced to go around.

In addition, an obstacle to landing may be animals that accidentally left the runway, the departure of other aircraft and vehicles. Naturally, all this is monitored by special services, and before the scheduled arrival of the aircraft, everything possible is done so that the runway is free for landing.

The exit when the runway is occupied is carried out at the command of the controllers or independently in the absence of permission to land.

weather conditions

Such as: fog, snowfall, strong wind can cause poor visibility. During the landing approach, the descent is carried out not below a certain minimum, which is set for each aircraft individually. If this minimum is reached and the crew cannot see the runway, a go-around is performed.

A sharp shift in direction and a change in wind speed, entail a loss of aircraft speed, and also lead it to a non-landing position. There is no time left to correct the situation and landing can lead to the aircraft rolling out of the runway. Therefore, the only correct decision in this case is to go to the second round.

Pilot and controller errors

For each aircraft, a stabilized approach is calculated, where many parameters are taken into account. Incorrect calculations, flaps released at the wrong time, not fitting into the landing zone, etc. can lead to a deplorable situation, so the decision to go around, however strange it may sound, indicates the high professionalism of the pilot.

Who makes the decision to go around

Should someone warn passengers that the plane is going around

Have you ever had such a moment when, during landing, the plane abruptly stopped descending and went into climb? This is what pilots call go-around.

But why is this happening? Isn't it dangerous?

Even during their studies, some instructors set up their students that the landing is an aborted go-around. The pilot must always be ready to abort the approach and begin the climb. There is a security issue here.

If everything goes according to plan and everything is fine, then the plane will land, but this does not always happen. There are times when the board in front does not have time to clear the runway after landing, then the landing of the next aircraft must be canceled. In my opinion, everything is logical, do not sit in a busy lane. There are also moments when some foreign objects are noticed on the runway: ground handling vehicles or animals. All this is an obstacle to the safe completion of the flight.

At the same time, there is the concept of a stabilized landing approach. The aircraft has a certain approach path, which it must strictly follow. If the pilots do not have time to descend to the runway in time, or to extinguish the speed, then in this case the approach is not stabilized and the pilots will have to go around.

Often, departures can be seen in bad weather, when a strong gusty wind blows. At such a moment, it is very often possible to "catch" wind shear. Those. sharp gust at low altitude. This is a very dangerous thing. Fortunately, aircraft already have equipment that can predict this phenomenon. At his first signal, regardless of the situation, the crew is obliged to bring the engines to the maximum mode and go to the second circle.

Old problems...

Thank God, the days when pilots were paid increased bonuses in honor of the fact that they managed to save an extra ton of fuel have already passed. Yes, yes, that’s right, once pilots flew flights, and in their head they had something like: damn it, how to get down faster or cut off part of the route in order to burn less kerosene, but they will give a bonus.

But fortunately, such a procedure has long been banned, because it is clear that many pilots will not want to be left without a bonus because of a go-around. Consequently, there were times when pilots put the plane at great risk, just to get a pay raise.

Also, it used to be considered bad form to go to the second round. Something like "you're not a man, not a pilot, weakling." The guys did not want to "disgrace themselves" in front of each other and stubbornly tried to land the plane even in bad conditions ... in order to maintain a "reputation" among colleagues.

3.90. The pilot must stop the descent and perform an aborted approach (go around) if:

dangerous meteorological phenomena are observed ahead along the flight path;

concentrations of birds are observed that pose a threat to the safety of the landing;

to maintain the descent gradient on the glideslope, it is required to increase the engine operation mode more than the nominal one, unless otherwise provided by the flight manual;

before establishing the necessary visual contact with ground references, the decision height and (or) dangerous approach to the ground alarm was triggered;

information is received indicating that the runway condition does not comply with the limitations of the aircraft performance characteristics, taking into account the actual weather;

landing approach in commercial air transportation is not stabilized according to the requirements established in the RFR upon reaching an altitude of 300 m above the aerodrome level when flying in instrument meteorological conditions or upon reaching an altitude of 150 m above the aerodrome level when flying in visual meteorological conditions, unless otherwise specified RLE;

before reachingDA/ H during the approach according to the precision approach procedure or during the landing approach with vertical guidance, the necessary visual contact with ground reference points was not established;

when approaching according to the non-precision landing procedure in instrumental meteorological conditions, the necessary visual contact with ground references was not established until the point of the aborted approach (go-around) was reached;

the position of the aircraft in space or the parameters of its movement relative to the runway do not ensure a safe landing;

Lost required visual contact with ground references while descending belowDA/ HorMDA/ H;

there are obstacles in the airspace or on the airstrip that threaten the safety of the flight;

landing calculation does not ensure the safety of its implementation.

In the absence of permission to land on a controlled aerodrome upon reaching a height of 60 m above the aerodrome, but not lower DA/ HorMDA/ Han aborted approach is performed (go-around)/

3.91. After performing an aborted approach (go-around), the PIC decides whether it is possible to re-approach or fly to an alternate aerodrome, depending on the amount of fuel and the expected landing conditions.

3.92. Aircraft landing at night is carried out with the landing lights on. When landing in fog and other meteorological phenomena that create a light screen, the height of the headlights and the order in which they are used are determined by the PIC.

3.93. After the completion of the flight, the PIC makes entries in the logbook about all known or suspected defects in the aircraft.

Features of helicopter flights

3.94. At airfields used simultaneously by airplanes and helicopters, it is allowed to equip sites with a separate start for helicopters.

3.95. Before starting the engine (engines) of the helicopter, objects that can be entrained by the jet from the main rotor must be removed from its ends at a distance of at least one diameter of the main rotor.

3.96. Starting and testing of the engine (engines) with the inclusion of the carrier system is allowed to be carried out only by the PIC with the full crew of the aircraft, as well as by the flight mechanic and engineering and technical personnel who have undergone the necessary training, under the conditions of the specified testing while ensuring reliable mooring.

3.97. Before each helicopter flight, the PIC is obliged to carry out a control hover in order to determine the possibility and select the takeoff method in terms of thrust reserve, check the calculation of the balance, and the serviceability of the controls. Helicopter control hover height is determined by the PIC.

When flying during the performance of aviation chemical work, as well as during training and training flights, the control hover is carried out before the start of flights and after each refueling. Helicopter landing after control hovering is not obligatory.

3.98. When taxiing a helicopter, the distance from the ends of the main rotor blades to obstacles must be at least half the diameter of the main rotor. Other aircraft must not be harmed by the helicopter main rotor jet and objects that may be entrained by it.

3.99. When taking off and landing a helicopter, the distance from the ends of the main rotor blades must be at least:

to an aircraft in the air or taking off - two diameters of the main rotor;

to other obstacles - half the diameter of the main rotor, but not less than 10 m;

to obstacles above the decks of sea vessels (inland water transport vessels), platforms raised above the surface of the earth or water - according to the marking of these platforms for a helicopter of the corresponding type.

3.100. Helicopter takeoff from and landing on a parking area is permitted provided that:

the helicopter does not interfere with the takeoffs and landings of other aircraft;

the requirements of paragraph 3.99 of these Rules are met;

the rotors do not create a vortex leading to the loss of the necessary visual contact with ground references.

In cases where it is necessary to ensure simultaneous hovering of helicopters, the minimum safe distances between the centers of the respective stands should be equal to 4 diameters of the main rotor of the helicopter.

3.101. When climbing and landing, it is allowed to fly over obstacles with an excess of at least 10 m above them, and over aircraft on the ground - at a height of at least two diameters of the main rotor of a helicopter.

3.102. Landing on a site selected from the air, the state of which is unknown, is carried out after it has been inspected by the PIC to determine its suitability for landing.

3.103. If it is impossible to land, the unloading and loading of the helicopter is carried out in the hover mode according to the recommendations of the Flight Flight Manual under the guidance of one of the aircraft crew members or another trained person.

3.104. Works requiring the use of a helicopter hover mode outside the zone of influence of an air cushion, as well as takeoff and landing on sites selected from the air in difficult terrain or in conditions of possible formation of a snow or dust whirlwind, must be performed with a flight weight that allows maneuvering in hovering mode outside the zone of influence of the air cushion.

In the event of the formation of a snow or dust whirlwind, before hovering on takeoff, the aircraft crew is obliged to inflate the snow or dust with a jet from the main rotor until a stable visibility of ground landmarks appears. When landing on a snowy or dusty area, hovering is carried out outside the zone of influence of the air cushion. It is allowed to continue descending and landing only with constant visual contact with ground landmarks.

3.105. In the presence of snow or dust on the landing site, measures must be taken to exclude or reduce the possibility of the formation of a snow or dust whirlwind.

3.106. In case of loss of visibility of landmarks while hovering, the crew of the aircraft must move the helicopter upwards from the vortex zone. It is forbidden to hover, take off and land in a snowy or dusty whirlwind in the absence of visibility of ground landmarks.

3.107. Helicopter hovering over the water surface is carried out at a height of at least one main rotor diameter. Altitude is determined by radio altimeter and visually by objects floating on the water.

3.108. When providing assistance to people on the water, in order to avoid overflowing them with a wave from the main rotor jet and the drift of floating craft, hovering and lowering to take people on board are carried out vertically over people.

3.109. In case of meeting in flight with weather conditions below the minimum and dangerous meteorological phenomena, the PIC is allowed to land the helicopter on the site selected from the air. The PIC is obliged to inform the ATC unit about his actions if there is a connection with him.

3.110. If there are meteorological phenomena or smoke on a part of the runway that reduce visibility to a value below the minimum, in agreement with the ATS unit of the controlled heliport, takeoff or landing is allowed in that part of the runway where visibility corresponds to a minimum.

3.111. During flights in mountainous areas, it is allowed to lay a route along gorges, while the minimum width of the gorge at the flight altitude must be at least 500 m and provide, if necessary, the possibility of a 180° turn.

The minimum distance from the ends of the main rotor blades to the slopes of the mountains during the turn should be at least 50 m.

It was windy in Poole on Friday.

For a long time I did not go to the second circle almost from the end of the runway, and even being "at the wheel", that is, a pilot. But I haven't come across such conditions in a long time.

Actually, fun weather was promised to us at Domodedovo. The sky was gloomy in the morning, and the radio announcer prophesied of heavy rains and winds tonight. Therefore, having passed the barriers of the airport in the face of security guards and doctors, having poured a cup of coffee, I hurried to the meteorologists' room to take a look at the approaches to Moscow with my own eyes.

At noon, the picture looked impressive, although not formidable. Green colors spoke of rain, blue - of showers, and there were almost no red, thunderstorms. Of course, in those 8 hours that we will not be here, everything can change - thunderstorms love Moscow, I had to experience this love in my own skin.

I would even say that without summer thunderstorms, it would be completely boring to fly, but that’s just not true - that’s what I least want is to spin among thunderclouds, looking for a relatively safe way to deliver another batch of satisfied passengers to solid ground. Some pilots believe that winter is the worst period for flights in our latitudes - they say, it's cold, slippery, and blizzards sometimes worsen visibility. For me, it’s better that I regularly land the liner in a snowstorm with low grip than once.

I am glad that the sky over Croatia is clear, however, they promise a turbulence of a clear sky, and in some places up to a strong one.

Meanwhile, life in the navigation room is in full swing.

Yura was about to fly to Munich, eat another chicken, sitting in the observer's chair. It glows with happiness just thinking about it :)

My current co-pilot recently joined the company. Before that, he managed to fly in Transaero, on the "classic" B737, then, having lost his job, sat idle for several months, retrained on the B737NG at his own expense and ended up with us.

- Sergey, in which direction will you fly?

To Moscow. I have not been to Pula, I will look from the side.

Bold decision! It is possible that there will be thunderstorms in Moscow in the evening and the entry will not be easy. And in Pula they promise good weather.

How wrong I was.

Our liner, VQ-BRR, is waiting at berth 74. It is quite far from the terminal, we get to the plane by bus. I leave the bag in the cab, I go to inspect the green brother.

A Korean truck floats majestically past.

I've always liked the B747, but for some reason I don't want to fly it as a pilot. B777 is another matter, I really like it, and if it were green, I would go to the forefront for retraining.

Inspection completed, no comments found. I return to the cockpit, proceed to routine operations:

Go over the cockpit with your eyes, check the work of the VP, which he had to do by this moment;
- fasten your bag to the side of the chair;
- set up your iPAD;
- check communication with the cabin, hold a briefing with a senior flight attendant;
- to check what exactly my co-pilot entered into the on-board computer.
- control how the co-pilot performs the Preflight Procedure;
- complete your part of the Preflight Procedure
- and so on.

You do it, you do it, you do it, you do it. Whenever possible, you should supervise your colleague's work and let him supervise his own. For example, I can silently enter the values ​​of the aircraft's mass, center of gravity, speeds into the FMC, while the co-pilot is distracted by filling out flight documentation. I will not be silent - if I see that he does not look after my work, I will definitely ask: "Please check."

If I notice my cockpit colleague is missing an action, I prompt. If they tell me, I don’t look for excuses (how I couldn’t stand it when I was my co-pilot, when some captains “smeared” in every possible way if they were pointed out to a mistake!), I say “thank you” and correct myself.

It is impossible to work like a robot, without mistakes - mistakes are human. That is why there are still two people in the cockpit, and the success and safety of the flight depends on how each pilot is able to control the work of the other and at the same time allow himself to be controlled.

I am now writing the most banal truths, repeatedly described in treatises on the Human Factor, which have found expression in the abbreviation CRM (Crew Resource Management), which is hated by soviet rumors. But these truths find understanding with such difficulty!...

For a long time we lived as a relatively closed team, preferring to retrain yesterday's cadets, rather than to carry out large recruitment of existing B737 pilots. But this year, due to the increase in the fleet, we had to move away from this policy and recruit a decent number of pilots. Basically, these were pilots of one major airline in the recent past.

I was somewhat surprised, but when working with them, even with venerable instructors, I noted the following - with good theoretical training (the maneuvers and actions of QRH were known almost by heart, however, the knowledge of FCTM for the same actions was lame, but this is a traditional phenomenon, alas) working in the cockpit looked as if a screen had been hung between the pilots, opening it only to read the checklist! If one performed the procedure, then the second, turning away, entered the data into the iPAD. The procedure is over, we turned to each other, made a checklist ...

And, of course, without having yet properly learned our SOPs, which differed significantly from the procedures of the previous company, the pilots made many passes that went unnoticed by their turned away colleague. Accordingly, when reading the checklist, these omissions were not detected, because it does not provide verification of absolutely all actions.

I had to have a conversation with each crew on the topic "what is SOP and how it helps to ensure mutual control"

Here, at home, we have been struggling with a similar problem with varying degrees of success for quite a long time, and my experienced reader, probably, has already written down the necessary knowledge on this issue in his subconscious - which is why I was surprised that sensible instructors (piloting, knowledge of QRH, English - all at a good level) were not "sharpened" to ensure "total mutual control", as "enemy science" CRM professes.

Banal rules:

Firmly know the procedures - your own and colleagues in the cockpit. Many limit themselves to their own, believing that actions from another chair do not apply to them.
- know the conditions when a particular procedure is performed - this allows you to manage time and workload
- work as expected for another pilot - don't change procedures to your liking. Otherwise, the other pilot will lose the thread and will not be able to notice your mistake.
- work visible to the other pilot - try to perform the procedure when the other pilot pays attention to it
- prompt another pilot about missed actions or about the need to perform an action / procedure - and say "thank you!" if prompted to you.

I will not continue philosophical discussions on this topic. I gave a link above, it describes in detail - how, why and why.

This is my second time flying to Pula, and I'm not in a hurry to count on runway 09, although the wind speaks confidently in its favor. The first time it was the same, however, by the time we arrived, the wind began to turn around and we landed from the straight line to the 27th.

And so it happened - it was worth flying before the start of the descent, as the wind began to turn around, and the controller gave us an instruction to follow the intersection of the landing course of runway 27. The extreme weather report announced that the wind was unstable near the ground, 7 knots. This did not add much joy to me, because. I had some doubts that it would be a headwind.

And it is unlikely that the sunset will be calm - I doubt that at this time of day there will be no bumpiness over the hilly area, surrounded by water on three sides.

The question arose - with what position of mechanization to perform the approach? If the wind is fair, then I would like 40 - to reduce the vertical speed at the approach, to have a thrust reserve to idle speed at hand. When you fly from 30, the plane has less resistance and accelerates more easily, besides, the approach speed itself is initially higher, while the tailwind increases the ground speed, which leads to the need to withstand the increased vertical in order to stay on the glide path profile... And this inevitably leads to an increase in airspeed, which must be compensated by a decrease in thrust.

It cannot be reduced to infinity - the ores rest against the stop of a small gas. And the plane, descending through the passing air streams, as the height decreases, turning in the direction of the oncoming one or simply weakening, again gets an increase in airspeed, which you can’t compensate for in any way - releasing spoilers in a landing configuration is sheer stupidity, and at an altitude below 1000 feet is also simply unacceptable.

However, there is another factor. Although the weather information does not report wind shear, it is quite possible today. And under these conditions, flaps 30 are preferable - if suddenly the speed drops down, it will be easier for the aircraft to accelerate and go around with a smaller deflection of the flaps.

In addition, we were still the first number to call, so the dispatcher vectored us to the 10th mile, asking us to maintain high speed. This didn't seem like a problem, because we initially created a good margin in height, and now we were calmly going at a speed of 290 knots, being below the normal descent profile - when there is uncertainty ahead, it is better to approach in a mode above the MG than to roll down near the ground with the released spoilers, catching up with the glide path ...

I decide in the end to calculate the entry with Flaps 30, but to reconsider the decision closer to the point.

--==(o)==--

The circus began almost immediately after entering the straight line at a distance of 10 miles. And after all, they captured the course beam far, and the mechanization was already at 5, but the speed went out reluctantly - either the ascending air currents prevented the descending aircraft from extinguishing speed, or the tailwind weakened in places - we captured the glide path high, but at a fair speed, so we had to quit early wheels ... however, this did not give the expected effect.

The wind at altitude turned out to be fair, 20 knots, so I decided that I would land today with Flaps 40. However, we still have to get to this position! The altitude is 800m, the plane is on the glide path, the landing gear is down, the MG mode, and the speed has just fallen below the limit for Flaps 15 and at the same time it is walking up and down, and the plane is bobbing on air pockets, then lowering, then lifting its nose.

Released at 15, the speed is slowly falling. The cherished 1000 feet are approaching, to which we should normally be stabilized. True, today VMC (visual weather conditions) and the air is not very calm - company rules allow in these cases to continue the approach in order to stabilize at least 500 feet. Than us, I now have no doubt about it, and we will have to use it.

Flaps 25... the drop in speed became more noticeable, a little more.... a little bit... The plane turns up its nose on another air pocket, the speed jumps up, then, after thinking, goes down again

- Checked.

That's it, let's release at 40. And I turn off the automatics - the speed walks so that the automatic thrust with a high degree of probability will keep it above the cherished +10 from the calculated one, which is the boundary of a stabilized approach.

There was - the same opportunity to add a mode, moreover, it had to be added intensively - apparently the release of the flaps to the maximum position coincided with the next change in the speed or direction of the wind at this height, and now the speed was cheerfully falling down. Just as vigorously I move the ores forward, holding the aircraft on the glide path with the helm.

- Landing Checklist!

We manage to read everything up to 500 feet. The approach is stabilized - if it can be considered as such an approach in which you have to work with your hands and feet like a tractor driver, keeping the liner within the established limits of a stabilized approach, constantly narrowing as you approach the runway.

Passed 200 feet, descending...

100 feet... Out of the corner of my eye I look at the direction and speed of the wind on the PFD - almost tailwind, 10 knots...

The plane gets a noticeable kick, the speed increases, I reduce the mode ... I feel that a little more and I will put a small throttle ... BAD!

We are about to reach the end, the mode is almost at low speed, and the speed does not even think of falling. She, on the contrary, twists further up! +8..+10..+12... The last value remembered in my head was 156, despite the fact that the calculated value was 143, and the limit was 162.. And the green arrow of the trend towards the limit.

Fuck two!

There is no desire to put a small throttle in an attempt to maintain speed at such an altitude - risky! After all, the speed has not just increased, not because the stupid pilot kept the increased mode - the plane got into a gust of wind, and, as it hit, it can suddenly get out of it! And then at this altitude I will not have room for maneuver - the speed will cheerfully fall down and the plane will follow it, and the engines will spin up for too long from low gas ... There will be a lot of options and all are bad. Look, 777 recently decomposed in Dubai ... They write about a shift and a drop in speed near the ground at the time of departure! Nafig-nafig!

I thought about this later, and at that moment I just pressed TOGA and announced:

- Unstabilized, Go Around!

I thrust the mode forward, the steering wheel smoothly towards myself. We remove the flaps at 15, landing gear.

We climbed to 4000 feet - we fly so calmly. Doesn't sausage. Beautiful views around.

- Well done, Seryoga! I knew which way not to fly...

The re-entry turned out to be no less interesting, but we were already "on the lookout". Again, I had to fly most of the descent almost at low gas, again I had to increase the mode after release by 30 and work with my hands and feet, but the main circus was ahead, at the runway, and I was waiting for it.

At the first creep of the speed up, I put the throttle on the MG, the speed froze, I immediately added a bit of mode.

100 feet... Speed ​​hangs at +8... 70 feet... +9... I overcome the desire to put the MG, it's too early... We fly past the butt, another quick glance at the speed - and it keeps, dog. ..

30 feet ... 20 ... I put a small one - now it's pointless to be afraid, you need to level and plant the bird.

The B737NG is a very flying aircraft. With an excess of speed and flaps 30, the movement "toward yourself" must be precise in order to prevent soaring.

Gathered into a spring ... A second go-around is very likely ... Not for the second, for the third! ... The thought flies "The third time we will land with a different course, well, what the hell!"

Before the very last signs, the plane finally finds the ground. We slow down .... We roll.

"Landing is an aborted go-around" circle (c) - I remembered the words of one pilot-instructor.

Welcome to Pula!

taxied. The tension slowly subsided, although adrenaline still gurgles. We turn off.

I pick up the microphone

Ladies and Gentlemen, welcome to Pula! It's a bit windy here, which is normal for these places. Unfortunately we had to perform a go-around due to ground shear, but it's still sunny and +25! I wish you a great holiday, a wonderful mood! See you again, goodbye!

I perform the procedures, open the door and go to smile at the passengers.

They leave slowly and with a mysterious expression on their faces. Apparently, not everyone liked the additional tour of local beauties, however, no one began to make claims:

- Commander, thank you for not landing in wind shear...

Why did we fly for so long?

It took two tries, didn't it?

A big thank you to our pilots!

And yet we say "goodbye" ... Well, you scared us! ...

Well, it happens. But not as boring as usual.

This year is my 5th go-around. It would probably have been less, but two departures happened during the qualification check, where I did not interfere with the piloting. And the first happened in Verona -

True, this is only the third time in my life when I had to go to the second, being a pilot and not because of poor visibility at the decision altitude.

In 2004, in Barnaul, while performing an approach to runway 24 using an inaccurate system, I, being a very young Tu-154 co-pilot, stupidly missed it. The wind, I remember, changed in altitude and I, not yet having a "flair", allowed evasion and the PIC set a good example - instead of crazy turns near the ground, which cost the lives of more than one hundred people in the short history of aviation, he preferred to perform a go-around and then come in with a reverse course on the HUD, again, leaving me to enter, despite the first unsuccessful attempt.

In 2012, we wanted to enter visually on runway 25 in Novosibirsk, but I rather foolishly fell for the instructions of the dispatcher, who vectored us at an acute angle to the fourth turn. As a result, the aircraft, driven to the left side by the wind, skipped the landing course, and even the maximum right bank did not allow taxiing to the runway alignment. Following the example of that same commander, I did not perform reckless maneuvers near the ground itself and went to the second circle, and then calmly entered the HUD.

And, in fact, this departure in Pula was the third.

As a result, the struggle for a "stabilized approach" led to two consequences: some pilots preferred to fly wherever possible, on autopilot, if turning off the autopilot, then almost before touching down. And the other part began to invest in their skills so that the arms, legs, and head work in tandem, allowing you to keep the aircraft within the framework of the stabilized approach policy and not get into "decryption".

By the way.