kalvado wrote:par13del wrote:kalvado wrote:Add change of go-around procedure: no full cleanup, thrust and climb limitation, more noise; add flying entire approach below flap extension speed. Generally the same effect - significant disturbance of traffic pattern - probably not a big deal in a smaller airport. Is there a smaller diversion airport anywhere near LHR?
So would throwing the cut-off switches make the go around and landing more difficult than the noise and speed issue?
I take it we will now be regarding this as an emergency procedure?
I am not talking about emergency response, I am talking about handling situations when any of MCAS-related components develop problems, e.g. AoA disagree. These will stay with MAX until last of them retires to soda can plant.
In a situation like that, proactive procedures eliminating possibility of extreme AoA unstable flying are required. That should include:
- landing as soon as practical, with abnormal approach profile and abnormal go-around procedure. Would disturb traffic pattern at a busy airport.
-slow down and flaps out . Forget about ETOPS: an a situation like this, fuel burn goes up, so there will be no enough gas for HNL from mid-point, need to be close to the airport. This is not engine-out operation - ETOPS not affected strictly speaking, but somewhat similar as it dictates range to diversion airport, hence effectively caps ETOPS options.
Maybe something else?
Lack of ETOPS range is likely to trigger some interesting consequences, Hawaii and transatlantic ops come to mind...
It should be well within the capabilities of any 737 type rated Pilot to continue an HNL ETOPS flight on Manual trim from the midpoint.
Set it once for your given cruise speed and altitude - probably once for descent and one for final approach.