Balked landing after touchdown???

[IFLYHI]

From Avweb Biz

A Hawker 800 jet that crashed in Minnesota last Thursday, killing all eight on board, had already touched down but then ran about 1,000 feet beyond the end of the runway into a grass field where a wing hit an ILS antenna, the NTSB said late last week. "The antenna stands about 8 feet high and straddles the width of the runway," said Steven Chealander, of the NTSB. He added that according to witnesses at the scene, after touching down, the engines powered up and it appeared that the crew was trying to take off again, but the jet never became airborne. When the wing hit, the airplane rolled over and broke apart, coming to rest in a cornfield.

So the MN Hawker crash got me thinking... Under what circumstances (if any) should a crew consider adding power and doing a balked landing if they have already touched down? Does it depend on the aircraft type? I don't remember it ever being discussed at any of my initials or recurrents. In a Hawker, if the lift dump is deployed and the reversers are out, it would be a VERY busy maneuver, especially if it hadn't been discussed/trained in advance. Does anyone have a written or verbal policy covering this?

BTW, I'm not trying to pass judgment on the pilots in the MN accident. We don't know all the details yet, and we weren't there.

 

[Publishers]

It would seem to me if you are unspooled, dirty, almost all the time you are better staying on the ground.

 

[340drvr]

Navy Carrier pilots?

 

[Fly91]

Aircraft type, runway length, weather, wind, touchdown point........bunch of things matter.

 

[tomgoodman]

One "no-go" point

Under what circumstances (if any) should a crew consider adding power and doing a balked landing if they have already touched down? Does it depend on the aircraft type?

Back when we did touch-and-go training in the airplane, a pilot would occasionally go for the reverse levers out of habit. If they were lifted even a little bit, the rule was that the IP would take the airplane and make a full stop, so that there would be no danger of continuing with a deployed reverser.

 

[firstthird]

that is the rule in a 737 also. if you deploy the thrust reversers, you are staying on the ground. takes too long for the translation sleeves to retranslate.

but, if you decide to go-around before deploying reversers, pretty much everything else takes care of itself. as you push up the thrust levers, the autobrakes will disengage and the speed brake will stow.

 

[hawkerjet]

We do touch and goes in the Hawker and follow the same rules stated above, if the Thrust reversers even are cracked the IP takes the aircraft and stops. ( We also have over 11,000 ft of rwy).
There was a GII accident in VNY several years ago where the plane landed long ( & fast ) got on the TR's then elected a balked landing before deciding on staying on the ground. The result..... aircraft ended up adjacent to Skytrails parking lot. No injuries.

 

[Corp Pilot]

http://www.ntsb.gov/ntsb/brief.asp?ev_id=20010304X00537&key=1

 

[AJE]

Our profile for balked landing:
Throttles to the stops
Spoilers retract
call flaps 20
rotate at ref

Typical brief for landing on icy/contaminated - if we aren't slowed to 80kts by ___ point on the runway we get out and try again.

This is for the learjet, and is of course captain's discretion on runway left, airspeed, etc. No issues with T/R's, the ones that have them are all hydraulic and retract quickly.

Haven't heard details on this particular incident, but it would seem that the decision was made to late with the biggest factors being remaining runway and airspeed.