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[jb747]

And another LATAM B777 had a tail-strike. Saw it on the Mover and Gonky Youtube channel.

I'll have to see what data is out there on this one, because in some ways it doesn't make sense. If you calculate the take off data using a weight that is so far from reality, not only will the speeds be wrong, but the power setting will be massively too low. Yet they've rotated at around the right spot. Too little power would give them a result more like Emirates in Melbourne, or SQ in Auckland.

 

[jb747]

Ok, pretty bad.

https://www.flightglobal.com/safety/latam-777-300er-pilots-100t-calculation-error-preceded-tail-strike-at-milan/166239.article

The idea will all of these calculations is for it to be done completely independently. You both source the ATIS. You both read the load sheet for the weights. And you work out the answers on within your own flight bag. Then it is entered into the FMC, and a few minutes later the FMC is checked by the other pilot. You never read out data aloud, only the answers when it comes time to compare. The fact that the FMC wasn't able to calculate a result, and was displaying that, makes me wonder if they really checked anything at all.

Training is always a time when errors are to be expected, and so the third pilot really should be on the ball, making sure that the two up front are both doing the right thing. This is where SOs have often paid for themselves over the years. They're not along for the ride.

 

[mjt57]

This is where SOs have often paid for themselves over the years. They're not along for the ride.

And this "SO" himself was also a captain. As a veteran pax, the mind boggles over how this could've happened.

I wonder if all three pilots had to undergo training again...

 

[jb747]

QF is relatively alone in the way that it uses SOs and FOs. In pretty well all other airlines, a heavy crew will consist of an extra Captain and FO. And historically, they seem to be the most disconnected when it comes to being involved pre-flight.