Maui 777

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08-11-2023, 06:36 AM

#21

Myfingershurt

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Joined APC: Jul 2015

Position: MD-88 FO

Posts: 1,571

Quote:

Originally Posted by Nordhavn

Would a full thrust T/O at flaps 20 on a 5 hour flight pitch out at 20 degrees? I hadn't heard they pitched down to minus 10 in their "recovery". That is very curious.

yeah, seems to me if you were worried about over speeding flaps, like the captain mentioned, you would pitch up (to bleed off airspeed), not down. Don’t understand that maneuver.

08-11-2023, 06:54 AM

#22

Nordhavn

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Joined APC: Dec 2021

Posts: 513

Quote:

Originally Posted by Myfingershurt

yeah, seems to me if you were worried about over speeding flaps, like the captain mentioned, you would pitch up (to bleed off airspeed), not down. Don’t understand that maneuver.

Something just ain't adding up here. This thing reads as a total loss of situational awareness. Just after this happened people were speculating that the FO accidentally went to flaps up and they were in stall recovery mode but this just is very bizarre.

08-11-2023, 06:57 AM

#23

sleeves

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Joined APC: Mar 2006

Position: 737 fo

Posts: 908

Quote:

Originally Posted by JoePatroni;[url=tel:3680927

3680927[/url]]No thanks.

Why would you not want to use the intercom? At Continental, on the 737 almost nobody used it. I can’t tell you how many times I couldn’t hear the other pilot or ATC clearly. In the last 10 years it has become a norm to use. I can hear everything clearly. I can’t imagine not using it now. It is just one less thing to struggle with.

08-11-2023, 07:09 AM

#24

AllYourBaseAreB

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Joined APC: Dec 2019

Posts: 1,951

The NTSB report is short. Just read it. From my casual look, it seems like a hand flying captain became distracted in the clouds/bumps to look at the EICAS and/or trouble shoot after a botched cleanup after T/O. I don’t know 777 procedures. Lots of possible contributing factors on how/why that could have happened but no CVR and conflicting pilot accounts.

my big wonder was why level off in an overspeed?

08-11-2023, 07:15 AM

#25

AbjectFutility

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Joined APC: Apr 2023

Posts: 114

Quote:

Originally Posted by bigr3d

Do we know if they were using it or not?
Maybe should be a new policy of intercom use below 10 or 18? Or an individual policy discussed in the briefing.

We don't do individual policy here...contrary to what some think. I think you mean a technique that you brief and coordinate with other crew. Even as the Captain, it would be more of a request than a directive. The alternative is effective VVM.

08-11-2023, 07:35 AM

#26

sailingfun

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Joined APC: Feb 2008

Posts: 19,599

Quote:

Originally Posted by Nordhavn

Would a full thrust T/O at flaps 20 on a 5 hour flight pitch out at 20 degrees? I hadn't heard they pitched down to minus 10 in their "recovery". That is very curious.

They were over 16 degrees nose down descending at about 150 feet per second at one point. The pullout was 2.66 G’s at the peak with flaps extended. The 777 is a tough airplane!

14:50:51– Vertical speed and pitch attitude continued a negative downward trend to reach a maximum of -8,536 feet per minute and -16.74 degrees respectively while at 1,386 feet (radio altitude)

https://data.ntsb.gov/Docket/Documen...%20UAL-Rel.pdf

Last edited by sailingfun; 08-11-2023 at 07:50 AM.

08-11-2023, 07:47 AM

#27

Nordhavn

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Joined APC: Dec 2021

Posts: 513

Quote:

Originally Posted by sailingfun

They were over 15 degrees nose down descending at about 150 feet per second at one point. The pullout was 2.66 G’s at the peak with flaps extended. The 777 is a tough airplane!

15 DOWN! I had not heard that. Thank God for EGPWS. Thanks for the info.