As close as it gets.
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As close as it gets.
Basically, this just confirms my theory that pilots for China Airlines are f*****g nuts...they're undeniably one of the world's worst airlines in regards to both service and safety.
Working for ANA at LAX, we had several pax on our daily flight who would connect to Taiwan upon their arrival at our base in Narita. Who could blame them for wanting to avoid their own flag carriers (...EVA isn't all that fantastic either). For this reason, our staff was comprised of 35 Japanese speakers, 3 Chinese speakers, and 2 employees with other language skill (<--- that's where I come in).
On a funny side note, that video is in Japanese. Sadly, my knowledge of the Japanese language is not strong enough to understand entirely what the reporter in the clip is saying. Maybe I should give those pilots the benefit of the doubt and instead assume that there was a problem with their aircraft upon takeoff? Then again, it IS China Airlines....just sayin. :shock:
- jMay
Maybe a few more degrees of flap would have been in order??? :shock:
Seriously though, probably a good combination over full pax/bags & hot weather. These guys are lucky they dont fly to LGA or they'd drop a few into Flushing Bay.
If I recall correctly, this occurred in Japan not long after the infamous China 738 that burned at the gate in Okinawa.
Is was actually empty and experienced an airspeed discrepency between the F/O and Capt's display , according to the article.
http://www.flightglobal.com/articles/20 ... dated.html
Speed indicator or now, at a certain point, I would think you could figure out if you're going fast enough to yank back on the yoke, no?
Also, with no choice but to try to takeoff anyway, I also would have thought that they'd TRY to rotate sooner.
Doesn't a plane normally try to rotate on its own once it's at a certain speed and the wings are generating lift?
I think that would depend on the trim settings, and with takeoff trim settings, you'd have to go a lot faster than the rotation speed for the plane to rotate itself.
I definitely agree , thats what the crosscheck at 80kts is supposed to be all about. I dont know CI's procedures of that but some airlines make a call at either 80 or 100kts.Quote:
Originally Posted by Phil D.
Then again accidents have been attributed to a crew not noticing a discrepency in airspeed during takeoff roll... CO795 at LGA comes to mind in 1994
http://aviation-safety.net/database/rec ... 19940302-0