Position: West of KSAN; San Diego, feet wet
Altitude: 5,000 feet
True Airspeed: 230 mph (200 kts)
Passengers on board: 138
We were so close, so very close to the hotel van after eight flight hours, three airports, two oceans and thousands of miles. But it was not to be; an aircraft under tow was on the runway and failed to understand their instructions to vacate the runway. The end result was that we had to go around on short final. I could not believe it! It was like a simulator exercise. We are dog tired and this is the last thing we need.
The good news is:
1. We are tankering fuel, i.e., we have plenty of fuel to prevent the morning crew from buying high dollar California kerosene.
We were so close, so very close to the hotel van after eight flight hours, three airports, two oceans and thousands of miles. But it was not to be; an aircraft under tow was on the runway and failed to understand their instructions to vacate the runway. The end result was that we had to go around on short final. I could not believe it! It was like a simulator exercise. We are dog tired and this is the last thing we need.
The good news is:
1. We are tankering fuel, i.e., we have plenty of fuel to prevent the morning crew from buying high dollar California kerosene.
2. The co-pilot is one of the best at the airline, a young Canadian female whom I have flown with several times.
3. The weather is pretty good... A little bit of patchy ground fog.
Immediately past the infamous parking garage, the tower gave the "go around" command. The co-pilot raised the nose to 20 degrees and shoved the throttles to the forward stops. The engines, already spooled to 35%, responded immediately and with extreme vigor in the cool, sea level air. Struggling against the thrust, I reached over and raised the flaps to half. I glanced at the vertical speed indicator before I raised the gear... More than 4,000 feet per minute. I would say that is a positive rate.
The tower asked us if we could do a "tight right downwind for another try." I do not think that is a good idea. It is getting dark, we are tired, and this is a big airplane with a big noise footprint. I decline the offer. A few seconds later, at thrust reduction altitude, the co-pilot pushes the nose over and brings the thrust levers back to climb power. I raise the flaps/slats and contact departure control. We head out over the water on a vector to gain altitude and line up our quacking, flapping ducks for another try.
The co-pilot is an aggressive, intelligent pilot at the top of her game. Fi-Fi must obey her at all times. Even so, I ask if I can do anything for her. She asks for help with the nav computers. I go heads down and start pushing buttons on my Multi-purpose Control Display Unit, a high dollar word for a small keyboard and computer screen. In a few moments I have given Fi-Fi's electronic brain an idea or two about how to get back to the final approach fix. After a couple of checklists read and completed, I tell ATC that we are ready to return. They give us a heading that will merge with the downwind leg north of the runway. I take a few moments to do some administrative chores, as in emailing Mother and explaining why we are burning extra jet fuel. Also, on the PA, I give the folks a little pep talk. Abeam the airport, approach control clears us for the visual approach and to "Please keep it in tight for following traffic."
Fog is rolling in, but we will beat it. The co-pilot calls for landing gear, flaps and slats while still on the downwind. We are still at 4,000 feet. I tell her, "The controllers are taking bets whether or not you will make it down." Fi-Fi has very good vertical capabilities, especially descending, if the pilot knows how to use them. This young lady understands completely.
She makes two tight right banking turns merging with the final approach inside the final approach fix, stows the spoilers and calls for full flaps. Over the parking garage one more time, the runway lights are getting smudgy. The visibility is going down with the arrival of the fog. The Electric Jet settles onto the main gear tires at the thousand foot marker; reverse thrust cascade vanes open and we get with the stopping program. This has been a low stress go around because we were fat on fuel. Actually, it was kind of fun.
Clearing the runway in the fog and before we switched to ground control, the tower controller apologized for the go around. I replied with, "No problem." Behind and over us we hear the roar of jet engines climbing away. The airliner behind us missed the approach because of the fog. The co-pilot and I look at each other with huge grins. We made it in the proverbial nick.
Life on the Line continues...
Immediately past the infamous parking garage, the tower gave the "go around" command. The co-pilot raised the nose to 20 degrees and shoved the throttles to the forward stops. The engines, already spooled to 35%, responded immediately and with extreme vigor in the cool, sea level air. Struggling against the thrust, I reached over and raised the flaps to half. I glanced at the vertical speed indicator before I raised the gear... More than 4,000 feet per minute. I would say that is a positive rate.
The tower asked us if we could do a "tight right downwind for another try." I do not think that is a good idea. It is getting dark, we are tired, and this is a big airplane with a big noise footprint. I decline the offer. A few seconds later, at thrust reduction altitude, the co-pilot pushes the nose over and brings the thrust levers back to climb power. I raise the flaps/slats and contact departure control. We head out over the water on a vector to gain altitude and line up our quacking, flapping ducks for another try.
The co-pilot is an aggressive, intelligent pilot at the top of her game. Fi-Fi must obey her at all times. Even so, I ask if I can do anything for her. She asks for help with the nav computers. I go heads down and start pushing buttons on my Multi-purpose Control Display Unit, a high dollar word for a small keyboard and computer screen. In a few moments I have given Fi-Fi's electronic brain an idea or two about how to get back to the final approach fix. After a couple of checklists read and completed, I tell ATC that we are ready to return. They give us a heading that will merge with the downwind leg north of the runway. I take a few moments to do some administrative chores, as in emailing Mother and explaining why we are burning extra jet fuel. Also, on the PA, I give the folks a little pep talk. Abeam the airport, approach control clears us for the visual approach and to "Please keep it in tight for following traffic."
Fog is rolling in, but we will beat it. The co-pilot calls for landing gear, flaps and slats while still on the downwind. We are still at 4,000 feet. I tell her, "The controllers are taking bets whether or not you will make it down." Fi-Fi has very good vertical capabilities, especially descending, if the pilot knows how to use them. This young lady understands completely.
She makes two tight right banking turns merging with the final approach inside the final approach fix, stows the spoilers and calls for full flaps. Over the parking garage one more time, the runway lights are getting smudgy. The visibility is going down with the arrival of the fog. The Electric Jet settles onto the main gear tires at the thousand foot marker; reverse thrust cascade vanes open and we get with the stopping program. This has been a low stress go around because we were fat on fuel. Actually, it was kind of fun.
Clearing the runway in the fog and before we switched to ground control, the tower controller apologized for the go around. I replied with, "No problem." Behind and over us we hear the roar of jet engines climbing away. The airliner behind us missed the approach because of the fog. The co-pilot and I look at each other with huge grins. We made it in the proverbial nick.
Life on the Line continues...
39 comments:
I am definitely in the wrong profession. Here's to hoping that I will someday get one of these to keep things interesting. Cheers!
"Also, on the PA, I give the folks a little pep talk."
LMAO!! Priceless.
How do you approach the "pep talk?" I am surprised by the number of people who get truly scared during go-arounds, thinking something went drastically wrong, when indeed it's a normal maneuver (if not particularly desired). Obviously saying something like "we got a little too close to another plane on the ground" could amplify their fears...
Ultimate post again Dave...
Hi Dave,
What are you doing up there at 4000ft in the go around?! The plates stop at 3000 for the turn back to SARGS, making your visual much easier: surely Lindbergh didn't make you climb all the way up there? Still 2500ft above circuit altitude and already abeam - wow!
Excellent blog by the way - love it.
If I'd have been in the back, that would definitely be one of those flights where I'd have to unclamp my fingers from the armrests once safely on the ground.
As always, good to know there are cool heads up front driving the plane...
I'm interested in the "pep talk" as well. I can't imagine how you'd phrase it. The only time I've had to do a go around as a passenger was on a flight into Jackson MS. On that flight the FO came on the PA and said something about the wind being "wrong". I had noticed the limp windsock when we went by the first time and since we landed on the same runway on the return I knew something was up. As soon as we landed I dialed the local ATIS and got wind: calm. Still, it was interesting to watch all of the other passengers nod sagely and say things like "ah, yes.. the wind. Has to be right to land you know." So I guess he did his job. Thanks for a riveting tale.
Just curious Dave, is 20 deg nose up SOP for a typical go-around? A normal go-around setting on the flight director is 12 deg, right? Airbus different? No wonder Fi-Fi shot up at 4000 ft/min. Any negative Gs on the level off? Sometimes aggressiveness does not equate to passenger friendly flying...wink.
Why is there always some people who just have to make scornful remarks about some _possible_ wrongdoings?
Unless you fly Airbus and/or for the same company as Dave does, just shut up will ya'? Please?
Thought it was a legitimate question. Twenty degrees seems like a lot...especially for us who sit in the tail. :-)
YMCA downtown on W. Broadway, breakfast special $3.99 - they know how to cook eggs.
I love your blog. I love flying (as a passenger, I have no ambition to be in the front bit!), even after the time it took three attempts to get into Edinburgh airport. We concluded that the pilot was distracted by the spectacular view of the Forth bridges, as no other explanation was forthcoming. A little 'pep talk' would have calmed our fears immensely.
I know that you jet guys are flying much faster, but you're lucky enough to to that in team. Flying go-arounds in single pilot operations, even if the plane is slower, is a job for 1.5 men ! Even the NAV settings are different, to avoid having changes to do on the initial climb out..
jeremy,jinksto- the pep talk is something I do before we try another approach. I tell the pax that whatever caused us to go around is out of the way, etc. Immediately after the go around, I always say something like,"Folks, this is the captain. We had to go around because of _______. We are going to get back in line and try it again." The flight attendants tell me that most pax do not believe it anyway, i.e., they think it is pilot induced and that we are lying to them.
anonymous 559- good question. Yes, 20 degrees is 2 degrees above maximum of 18, but it is very difficult to keep the nose below 18on a cool, sea level go around. The normal go-around on the Line (not in the simulator) will almost always see 20 degrees or higher. The aircraft will accelerate and bury the vsi above 18 degrees in these conditions. You push the nose down to 18 asap against the thrust. It is major cool!
...I dialed the local ATIS and got wind: calm....
fwiw:
There's always that struggle to be accurate withing a limited time, while staying away from aviation jargon.
That's the kind of 'explanation' I might use when caught unexpectedly by a tailwind on final, causing a destabilized approach. Not unusual with a calm wind on the surface (inversion; wind-shear).
"What are you doing up there at 4000ft in the go around?!"
I don't know much about procedures, but I do know that there is a 1000'+ "mountain" about 10 miles north and a little east of the airport and the terrain rises to over 2000' a few more miles out. Doesn't seem like 4000' is excessive to this landlubber...
Thanks for keeping us pax in your thoughts dave!
Tim G in MN
wow every post i read i think about how much i want to stop flying a desk and start ground school - great blog Dave!!
C in MN
Dave,
Great photo. (ALSF-2, right?) I just got done studying lighting systems in prep
for my CFI ride. Everytime I read your blog I learn more.
Thanks
anonymous 727: OK, I had to get my Jepps out. I believe it is an ALSF-2, as you asked. By the way, I just completed my CFI renewal via Jeppesen on-line. Pretty good program.
Aha! That's what it was! I heard you go round from my apartment above the airport and wondered what was going on. It was very noisy and it lasted quite a while. A few minutes later I heard the thunder again and wondered if Lindbergh had reversed the pattern and planes were taking off over downtown. I only heard 2 or 3 climbouts but had started to wonder if it was a C-5 at NASNI running its engines up to full power while trouble shooting a fuel pressure problem after aborting a takeoff half way down the runway. (I thought it was amazing to see them point those engines directly at the heart of downtown San Diego and run them up to full power again and again well after taps.
And, good story, as usual.
erm is the female co pilot hot? as in really jet A kerosene hot?
Dave, are you kidding me? You are a CFI? Where can I sign up for lessons???!!!!! I'll pay double, and fly you out to KHIO!!! =)
anon 11:03: I don't think that's necessary. Be gone.
when i'm done with college, i'm gonna be a commercial pilot.
and when i become one, i'm gonna bonk every girl i know right from the beginning of secondary school onwards.
Dave, is it me,or are you seemingly always paired up with a young female FO (with mad piloting skill). I need friends like this in scheduling!
Not the same thing but...I made the app into KSAN the other day in the sim. It's a tricky app especially if you are trying to beat the fog and avoid damaging those BMWs down below.
Your co sound like a good person to have aboard! Oh and for the record I hate that darn parking structure!
Dave,
I JUST HAD A EURIKA MONENT!! For years my I have enjoyed your blog, and the community of readers who comment. I think I have said it before, again thank you.
I think it would be really interesting to see a few short movie clips. I wouldn't ever ask you to do something unprofessional that would compromise you autonomy or career, Im sure you will be the best judge of that. Good post, I enjoyed the story.
Cool post Dave... greets, Billigflug
Another good story, as always. I wish that Canadian aviatrix were me.
I too took the "wind wrong" PA as being windshear, or just having a tailwind aloft be present further down the approach than anticipated, giving you not enough chance to get down for the runway within company rules for a stabilized approach.
I scared a passenger once when I broke off an approach at about 1200' agl to switch runways because I'd noticed the smoke from the local garbage dump blowing the same way I was going. I don't remember exactly what I said to the passenger, but I imagine it was pretty close to "the wind was wrong that way" and I could tell she was uncomfortable with it. I reported the incident to my boss and he said, "Ah yeah. If you have to go around, always tell them that there's a chicken on the runway."
It seems that lately your pics have been ones you didn't take yourself. Camerea on the fritz? I enjoy the pics from the actual story, but as long as the posts keep coming I won't complain. Great post!
Personally, I'm happy to know Dave has his hands on the controls during the go-around, instead of on his camera snapping pics of the whole ordeal!
I'd probably freak out if I was ever a passenger on a go-around, but every time I fly I secretly hope for it anyway... just to know what it's really like.
A funny story (true) story of how passengers can misinterpret a short PA announcement involved a small plane trying to find a way through a line of thunderstorms. The turbulence and rain grew worse and worse until the pilot decided he had to turn back. He informed his passengers "We're not going to make it." (as in - not through the line of storms; must turn back).
Upon landing back home, the passengers were white as sheets explaining that they had thought the "PA" meant we're not going to make it out of here alive!
Important difference.
G`day Dave, excellent story as always, i like the photo too, its a view i dont normally see, being a plane lover, not a pilot.
Also, i was wondering, do you still have your FZ1?
Regards from Ben
I was once on an AM flight from SFO into Eugene, OR where we made two go-arounds due to the morning fog.
Before the third attempt, the pilot came on and said that if we can't make it down this time, we'll have to go to Seattle to get some gas!
I thought about asking if we could stop at a 7-11 too for some snacks, as I was getting pretty hungry by then!
I was on an American flight into Palm Springs last fall (MD-80) that did a go-around. I was all the way in the absolute back row, by the engine. I knew something was going on when that sucker revved up big time, and suddenly. I was trying to peer out the window in front of me to see what the @*#& was going on. To be honest, it was sort of a disconcerting experience. Part of what was weird about it was that we really weren't THAT close to the ground; I'd guess 2-3,000 feet or so. But it was without question a go-around... or something else, who knows. All I know is that we seemed to be decending into a landing and then the engines were really loud and the plane was pitched way up, and in a fairly steep right turn. I don't like flying into PSP generally, by the way. Lots of fairly extreme maneuvers to angle into that bowl. Cap'n Dave, where does PSP rank amongst pilots in terms of favorite/least favorite airports, degree of difficulty, etc.? And any theories on what the incident was as described above?
"It is major cool!" - sums up your job Dave ;-)
Hope your takeoff rolls need less runway than this one: http://dailygunpictures.blogspot.com/2008/11/russian-il-76-cargo-plane-in-australia.html
Entertaining and informative, thank you. The young Canadian lady flying as your first officer, if a West or East Coaster, likely feels right at home in the fog.
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