Post.
But because it doesn't apply when planes are parked at the gate, there was plenty of non pertinent conversation in the cockpit during that point, creating an environment where distraction was inevitable. The augmenting pilots are suppoed to take part in the pre flight preparations too. They didn't notice that somethign was missing because as it turned out, while the augmenting captain would typically check the takeoff performance calculations using a second EFB in the cockpit, he had been unable to retrive it from its compartment on this night due to the fact that there were 2 ground engineers in the cockpit as well as the augmenting first officer for his part, wasn't even present for most of these preparations, being in the Ford Galley waiting for the ground engineers to leave the cockpit. There was too much going into the cockpit at the time for the pilots to follow the procedures to their full extent. Another problem for the pilots was that none of the figures generated by the EFB looked particularly off. That's because all of these pilots also flew or had flown the Airbus A330, the smaller 2 engines version of the A340 where such weights and takeoff performance figures were quite typical. The kind of miscalculations the pilots experienced before were not like those seen in fields such as medicine where one can be off by a factor of 10 or even 100 when it comes to dosages. This smaller range of possible values meant that the pilot's arrows were harder to detect. And for that reason, they were all the more insidious. But now with a damaged tail and a plane that wouldn't pressurize, such reflextions were of little importance. The controller radio told the pilots that ground engineers inspected the runway and found parts of the aircraft's skin and broken pieces of equipment off the end of the runway including a light and some antenna. The damage the plane had was likely serious.
The captain made the first public adress to his passengers, informing them about the tail strike during the takeoff and saying that they would dump fuel before returning to the airport. As the fuel streamed out the nozzles on the trailing edges of the wings at a rate of 2,5 tons per minute, the captain kept the aircraft flying close to Melbourne in case he needed to return in a hurry. Only what appeared on the central display was the indication about the tail strike damage. They needed to ask the flight attendants sitting in the rear Galley to have a better understanding. The captain called the lead flight attendant into the cockpit, asking what informations they had from the takeoff and trying to get an insight of the extent of the damage in the back of the aircraft. After their dumping and beginning their descent, the pilots heared an unusual rumbling noise. Then one of the flight attendant told the pilots they could see and smell smoke. The pilots needed to get back to the airport immediatly. They knew that with a fire on board, they needed less than 20 minutes before they came crashing into the sea. They abandoned their plans to land on Runway 16 which the winds favored, instead opting for a straight approach to the reciprocal runway 34. Not only they would land overweight with possible damage to the tail, they would now land faster than usual because of the tailwind. Meanwhile, the airport mobilized the airport's fire and rescue services to the runway. The gear and the flaps were lowered. When it touched down the pilots would need to break heavily to bring the overweight plane to a stop on the runway. Ironically, he was at risk of running the plane at the end of the runway for the second time of this night. After touching the ground, the captain slammed the brakes and pushed brought the engines to reverse thrust. After a heart pounding moment, the heavy plane finally stopped.
But because it doesn't apply when planes are parked at the gate, there was plenty of non pertinent conversation in the cockpit during that point, creating an environment where distraction was inevitable. The augmenting pilots are suppoed to take part in the pre flight preparations too. They didn't notice that somethign was missing because as it turned out, while the augmenting captain would typically check the takeoff performance calculations using a second EFB in the cockpit, he had been unable to retrive it from its compartment on this night due to the fact that there were 2 ground engineers in the cockpit as well as the augmenting first officer for his part, wasn't even present for most of these preparations, being in the Ford Galley waiting for the ground engineers to leave the cockpit. There was too much going into the cockpit at the time for the pilots to follow the procedures to their full extent. Another problem for the pilots was that none of the figures generated by the EFB looked particularly off. That's because all of these pilots also flew or had flown the Airbus A330, the smaller 2 engines version of the A340 where such weights and takeoff performance figures were quite typical. The kind of miscalculations the pilots experienced before were not like those seen in fields such as medicine where one can be off by a factor of 10 or even 100 when it comes to dosages. This smaller range of possible values meant that the pilot's arrows were harder to detect. And for that reason, they were all the more insidious. But now with a damaged tail and a plane that wouldn't pressurize, such reflextions were of little importance. The controller radio told the pilots that ground engineers inspected the runway and found parts of the aircraft's skin and broken pieces of equipment off the end of the runway including a light and some antenna. The damage the plane had was likely serious.
The captain made the first public adress to his passengers, informing them about the tail strike during the takeoff and saying that they would dump fuel before returning to the airport. As the fuel streamed out the nozzles on the trailing edges of the wings at a rate of 2,5 tons per minute, the captain kept the aircraft flying close to Melbourne in case he needed to return in a hurry. Only what appeared on the central display was the indication about the tail strike damage. They needed to ask the flight attendants sitting in the rear Galley to have a better understanding. The captain called the lead flight attendant into the cockpit, asking what informations they had from the takeoff and trying to get an insight of the extent of the damage in the back of the aircraft. After their dumping and beginning their descent, the pilots heared an unusual rumbling noise. Then one of the flight attendant told the pilots they could see and smell smoke. The pilots needed to get back to the airport immediatly. They knew that with a fire on board, they needed less than 20 minutes before they came crashing into the sea. They abandoned their plans to land on Runway 16 which the winds favored, instead opting for a straight approach to the reciprocal runway 34. Not only they would land overweight with possible damage to the tail, they would now land faster than usual because of the tailwind. Meanwhile, the airport mobilized the airport's fire and rescue services to the runway. The gear and the flaps were lowered. When it touched down the pilots would need to break heavily to bring the overweight plane to a stop on the runway. Ironically, he was at risk of running the plane at the end of the runway for the second time of this night. After touching the ground, the captain slammed the brakes and pushed brought the engines to reverse thrust. After a heart pounding moment, the heavy plane finally stopped.
Ahi tu exagères
Je ne possède strictement rien. Sauf mon âme. 
Mais il a fait une chose pareil ce sombre fils de pute
Et nous ne connaitrons pas la peur !
+ post
Et nous ne connaitrons pas la peur !