NZFF

The first BA 787 one?

I would defer to the expert 787 pilot on that one, but I would hazard a guess and say that they got a wind shear warning, and if the procedure is the same as ours you leave the configuration of the aircraft the same until the warning cease.

Hi Aharon,
In the case of the first video it appears that the Go-around is due to windshear. If windshear is suspected, or there is a windshear warning activation, then as Lindstrim stated, the current configuration (gear and flap setting) should be maintained until the windshear becomes managable or the warnings cease. This can take quite some time. The gear is left down in case there is ground contact. The idea being that the aircraft touches down on the gear or at least absorb energy in the case of an off runway landing. Also the gear retraction cycle involves gear doors opening and closing and this will increase drag with a resultant detrimental affect on performance.

I suspect that in the first video of the 787, the crew received a windshear warning prior to touchdown.

The 787 "Windshear escape" manoeuvre is as follows:

• Call "WINDSHEAR, TOGA"
• Disconnect autopilot (for manual flight).
• Push either TOGA switch
• Agressively apply maximum thrust
• Disconnect autothrotlle(s)
• Simultaneously rolll wings level and rotate toward an initial pitch attitude of 15 degrees
• Verify the speedbrakes are retracted
• Follow FD TO/GA guidance (if available)
• Do not change gear or flap configuration until windshear is no longer a factor
• monitor vertical speed and altitude
• Do not attempt to regain lost airspeed until windshear is no longer a factor
• When windshear is no longer a factor call "CLEAR OF WNDSHEAR"

Thanks to both linstrim and Cowpatz for great great explanations.

Moreover, same as your answers I got official answer from real like 787 pilot as in his own words:

The short answer is… that looked like a show and flying the jet comes first….

The long answer is….
The normal procedure for a go around is to retract the gear once a climb is established. The only exception would be in the case of an wind shear warning from the Ground Proximity Warning System (GPWS) which you would wait until the warning cleared (at least at my airline). Judging by the way the plane was getting tossed around it is a possibility that’s the case. The other more likely case was after the balked landing and what appeared to be a pretty hard bounce there was a startle factor and the crews first priority was to just get the jet away from the ground and the procedure was delayed a bit.

Normal callouts on a 787 (my company) would be…
Going Around
Flaps 20
Check Thrust…
Positive Rate
Gear up
check missed approach altitude.


I am very glad to earn from this video and from a your answers. I never knew about special procedures regarding aborted touchdown in middle of wind sear. I thought the most important goal is to get aircraft on ground immediately to avoid flying into bad weather again. I guess I am wrong

Regards,

Aharon

cowpatz wrote:
Do not attempt to regain lost airspeed until windshear is no longer a factor

Why?

Regards,

Aharon

Aharon wrote:

cowpatz wrote:
Do not attempt to regain lost airspeed until windshear is no longer a factor

Why?

Regards,

Aharon

Because to regain airspeed you need to accelerate. With full thrust applied the only way to do that is lower the nose and that will decrease climb performance (assuming that you are actually climbing. You could be descending towards the ground if the shear is severe). The procedure must cover all eventualities with the primary focus being to avoid unwanted ground contact.
The TOGA function on the 787 is quite sophisticated. When selected it will fly a normal Go-around. If it is selected when in windshear it then goes into a windshear recovery mode.

Great insights, gentlemen, thank you

I really don't like getting involved in other folks posts... but, as jpreou said "Great insights, gentlemen, thank you"..... I've learnt a lot.... thank you.
Aharon, your questions are direct, clear, and seem to generate similar responses...keep asking, we can all learn.
This forum has an incredible knowledge base. All aspects of aviation seem to be covered, by very sincere, humble but professional people, who could just dismiss all of this...but they take the time to inform, educate etc.

https://www.youtube.com/watch?v=fYfyzX9-23A

Without changing the topic from the previous video here's a relatively recent video of an ATR experiencing what can only be described as a 'Brown Pant's moment' on departure giving a good demonstration as to why you shouldn't change configuration when experiencing wind sheer.

Thanks all for kind answers.

Thanks, Splitpin for your very kind comments.

Regards,

Aharon

Lindstrim wrote:https://www.youtube.com/watch?v=fYfyzX9-23A

Without changing the topic from the previous video here's a relatively recent video of an ATR experiencing what can only be described as a 'Brown Pant's moment' on departure giving a good demonstration as to why you shouldn't change configuration when experiencing wind sheer.

'Brown Pant's moment indeed Sir .... bloody hell .