A little video from youtube.

 

 

This video shows an Emirates B777 powering away after aborting a landing due to windsheer. Watch the B777 being tossed around like a ragdoll before the pilot decides that "enough is enough" and performs a go-around, landing successfully on the second attempt.

Regards.

 

Fher.

 

_{Love the accent!}

Even the mighty 777 is no match for nature, nice vid. 

Nice video ! Great catch !

That was great!

positive rate gear up? no?

Not for a windshear go-around. Here we press to/ga to ensure max thrust and if extended retract the speedbrakes. But apart from that we don't change configuration until out of the windshear.

positive rate gear up? no?

 

 

 

 

But apart from that we don't change configuration until out of the windshear.

 

 

I can understand not retracting flaps due to low and uncertain airspeed, but why leave the gear down?  Wouldn't the gear just create drag and reduce acceleration and maneuverability?

 

Thanks,

Mike

I can understand not retracting flaps due to low and uncertain airspeed, but why leave the gear down? Wouldn't the gear just create drag and reduce acceleration and maneuverability?

 

Thanks,

Mike

The gear doors opening create more drag during the retract process. Also, I tend to also think another factor is so that the pilots are focused on the windshear escape procedure and not messing with configuration. Plus, if it was a tailwind shear, wouldn't you want something to cushion the fall? Haha

The gear doors opening create more drag during the retract process

Absolutely correct!

 

As Los Pilotos said, our company policy is 'Windshear go-around', apply full TOGA thrust (either manually or through the TOGA switches) then, if the A/P is engaged, monitor, if manually flying, pitch up to 15 degrees, and roll wings level. Ensure the speedbrake is stowed and maintain aircraft config.

 

The gear doors create a massive amount of drag when they drop to let the wheels in, hence the advice is that, in the critical initial phase of the windshear, leave the gear down, the aircraft has enough grunt to overcome the gear drag.

 

Windshear often has two components, especially in a microburst scenario, one going in and one going out with what appears to be normal performance in between.

 

Glasgow often experiences turbulence windshear with a westerly wind as the wind comes down off of the high ground from the west.

 

The standard profile is to fly the windshear until both the pilots are positive that the event has finished (both the primary and secondary) and then to convert the manoeuvre into a standard go-around by calling 'Go-Around, Flaps 20, Positive rate, gear up'.

 

P.S. At most standard landing weights the thing goes up like a rocket!

Nice vid

The gear doors opening create more drag during the retract process. Also, I tend to also think another factor is so that the pilots are focused on the windshear escape procedure and not messing with configuration.

 

 

 

Absolutely correct!

 

As Los Pilotos said, our company policy is 'Windshear go-around', apply full TOGA thrust (either manually or through the TOGA switches) then, if the A/P is engaged, monitor, if manually flying, pitch up to 15 degrees, and roll wings level. Ensure the speedbrake is stowed and maintain aircraft config.

 

The gear doors create a massive amount of drag when they drop to let the wheels in, hence the advice is that, in the critical initial phase of the windshear, leave the gear down, the aircraft has enough grunt to overcome the gear drag.

 

Windshear often has two components, especially in a microburst scenario, one going in and one going out with what appears to be normal performance in between.

 

Glasgow often experiences turbulence windshear with a westerly wind as the wind comes down off of the high ground from the west.

 

The standard profile is to fly the windshear until both the pilots are positive that the event has finished (both the primary and secondary) and then to convert the manoeuvre into a standard go-around by calling 'Go-Around, Flaps 20, Positive rate, gear up'.

 

P.S. At most standard landing weights the thing goes up like a rocket!

 

 

Thanks to both of you and Los Pilotos.  Gear door drag never occurred to me. 

 

 

Plus, if it was a tailwind shear, wouldn't you want something to cushion the fall? Haha

 

I think the extended gear in BA 038 at Heathrow did in fact help to cushion the landing, but I doubt that is a contributing reason why keeping the gear down is the standard procedure! 

 

Mike

Dunno why but all I could see was a big pile of gold coins.... LOVE the accent!

Gaun yersell big man...only a Glaswegian would come out with that!

How can you tell from the video that its windshear and not just an aircraft misaligned with the runway due to strong winds ?