Hearld.ie Appauling Reporting on a Go-Around

Sounds like a Holywood adaptation of the incident, make it sound more terrifying, add some explosions, make everybody a bit better looking

Dublin's getting notorious for late landing clearances these days. I don't know how many times coming in there recently I have been so close to calling Point to the moon, I mean Go Around

Andrew33 wrote: »

I'm not contradicting you, just curious myself, on take off the plane only has to overcome 1G but if the plane is descending and then has to climb away would it have to overcome slightly more than 1G (standard 1G plus counteract any negative G that plane was generating by descending) and therefore need more power?
then again, the plane is carrying forward speed while descending so this may cancel out the need for more power over a standard takeoff...my head hurts trying to figure that one out:D

Well on take off you have to accelerate hundreds of tonnes to take off speed in a relatively short distance.

On a go around there is already momentum there as you say. I presume there are different configurations for take off and landing as regards to flaps etc? Id imagine when you have to do a proper go around, like just before touch down, the attitude of the plane changes and the nose "points to the moon :pac:" and as a result you need to get the air moving over the wings to prevent a stall situation? WHere as if your on approach, while your losing speed you wouldnt need as much throttle as the attitude of the aircraft wouldnt be in such a extreme position?

Im sure one of the pilots here could explain it better

Likely there was a friend or relation of the Herald on board.
In fairness,I've seen more sensational reporting:
"passengers shrieked in horror..."
"Captain wrestled with the controls.."
"People were crying, it was terrible.."

"Plane plunged 20,000 feet in seconds...."

Had a passenger demanding to have the "pressurization turned on" at flight level 370 last week, thirty minutes into the cruise.
Suprised Joe Duffy didn't get wind of such negligence:D

A320 wrote: »

''I could see the pilots eyes were gripped with fear''

:D:D
Is that when the cockpit door is closed and you have no view of the pilot, when its on the ground getting ready to start up or when its after taxing to the gate....the only other times you might see the back of the pilots head, or his arm,

Then again maybe they saw him leave to go to the toilet after he'd held it in for several hours, would explain the fear bit:D:D

kona wrote: »

Hahaha pointed for the moon! Im no pilot but If there was time for ATC to tell the pilot to go around, there must have been plenty of distance between the Ryanair plane and the ground.
Obviously they needed more power, but Id imagine the engines on take off would be at a higher throttle?

Actually on most take offs from dry long runways, the takeoff thrust would be reduced from the maximum 'TOGA' (Take Off Go Around) position. This is called the 'Flex' setting. Airlines do calculations which take into account many things including runway length, weather, ground conditions, aircraft weight/loading, obstacles near the airport, etc, so that they can calculate the minimum thrust required to safely meet the climb out requirements in the event of an engine failure. This saves money by reducing engine wear, reducing fuel consumption and also reduces noise.
However, on the call for a go-around then full TOGA thrust would be selected which would spool the engines up to the maximum calculated speed determined by the engine computers (based on temperature, pressure, etc).
TOGA thrust would normally only be selected on take off in certain situations such as if the ambient temperature is above a certain value, the runway is shorter, contaminated (e.g. slush, snow, etc), etc.

bkehoe wrote: »

Actually on most take offs from dry long runways, the takeoff thrust would be reduced from the maximum 'TOGA' (Take Off Go Around) position. This is called the 'Flex' setting. Airlines do calculations which take into account many things including runway length, weather, ground conditions, aircraft weight/loading, obstacles near the airport, etc, so that they can calculate the minimum thrust required to safely meet the climb out requirements in the event of an engine failure. This saves money by reducing engine wear, reducing fuel consumption and also reduces noise.
However, on the call for a go-around then full TOGA thrust would be selected which would spool the engines up to the maximum calculated speed determined by the engine computers (based on temperature, pressure, etc).
TOGA thrust would normally only be selected on take off in certain situations such as if the ambient temperature is above a certain value, the runway is shorter, contaminated (e.g. slush, snow, etc), etc.

What percentage would T/O and TOGA thrusts be. Obviously a plane taking off is heavier than landing?

Partial LOL and partial Cringe, I hate reading those stories. They do nothing but incite fear.

Run_to_da_hills wrote: »

Doors falling off helicopters are another thing press get excited over.

http://www.herald.ie/news/pilot-error-blamed-for-door-falling-off-cullens-helicopter-1787448.html

I dont care what any report said,it was definitely cullens fault,dougal in the father ted episode come to mind!