Sometimes I guess the ground effect kicks in under those huge wings and it doesn’t want to settle? As a passenger these don’t feel great.
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I’d guess their airspeed over the threshold was a tad high, barely any AOA when you see them come in. Glad they didnt force her down, that would have been nasty.
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A380 Pilot: “Mmm… nah.” Throttles up
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Pretty cool go-around. Might have caught a late steady state wind gust or been at Vref + a bit too much coming over the threshold. Or maybe it was a new A380 pilot transitioning and trying to get the eye-height viewpoint correct and just was a bit overconservative during the flare. Lots of possibilities…
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Unfortunately gentlemen, it wasn’t any of the above suggestions.
The captains Lobster Bisque was a tad tepid and had to be sent back. Landing at that time would not ensure a replacement would arrive before on stand where the timing would be off causing an aromatic clash with the after landing glass of Domaine de la Romanee-Conti Romanee-Conti Grand Cru.
The captain made the right decision, advanced the thrust levers and simultaneously called a lobster 10 go around.
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380’s have just started landing at YVR about a week ago I think. Chances are this was his or hers first time coming here in that type. As it’s the ocean right at the end of 26L, it was probably the prudent thing to do 
Edit: Oops, that’s not 26L, it’s coming over the sea to 08L…
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Oh c’mon…that sounds like a “value added” type of perk to me. I’m sure the beach is beautiful there…
Well it would certainly be soft - it’s mud and covered with miserable looking sea birds.
The airport is all reclaimed delta land about 3 feet above sea-level, with an active earthquake zone about 60km away on the Ring of Fire - quake soil liquefaction obviously wasn’t a big worry for civil engineering back in the 70’s I guess. 
For the A380, best reply I heard was that the pilot saw the land prices on the runway had jumped up since he took off and changed his mind at the last minute.
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As every glider pilot knows, the most reliable source of lift at any field is found on final.
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~ 1 Gallon of Jet A = $4. Probable 15-20 min to retry approach…maybe 20K pounds? 20,000/6.7 x 4$ = $12,000. That’s one expensive go around…
I, or the guy next to me, go(es) around about once a year in conditions unrelated to visibility. Its called keeping your compact with passengers and crew to not bring them to harm.
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…says the guy called smokinhole 
Cool vid, and I am quite happy pilots usually rather go around even if it costs time and money, instead of “trying too hard” to land.
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Money should never be a factor in maintenance of flying ops decisions if it directly impedes passenger safety. That’s an important thing to keep in mind when you occupy either position, at the end of the day as a pilot it’s your own ass closest to the crash, and as maintenance staff it’s your autograph that says the aircraft can or can’t fly.
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I know. Last flight we did two go arounds…one of which I called in the flare.
At most western airlines pilots are not required, perhaps not even allowed, to report go-arounds to the company. I did many years ago and my chief pilot said “great job, now don’t ever do that again!” (Meaning, filing the report, not the go around itself.) It is expected that if any configuration gates are missed, either pilot can call the go around and that the one doing the flying, Captain or not, will comply. It makes for a much safer world. But I can only imagine that there are still a few countries where a balked landing is frowned upon as a costly failure.
One thing that kind of sucks is that the FAA reports aborted takeoffs (at least they did to my company a couple years ago). We aborted a takeoff at about 30 knots (not very fast) and pulled off the runway because something felt funny with the rudder. I was not flying, and attributed it to the very stiff crosswind that was blowing (around 20 knots direct) so we taxied back, and I performed another takeoff and noted it was a bit stiff. But it was one of those things where you weren’t sure if it felt wrong because you thought it felt wrong, or if it really felt wrong. Any-who…turns out the rudder boost was activating on it’s own.
A few days later, to my surprise, I got a call from the company home office asking why I had aborted a takeoff on such and such a date. Actually, they were more wondering why I didn’t submit a “mechanical trip interruption” report…to which I replied the trip didn’t get interrupted. The FAA had called and told them we aborted…I don’t know if that is an automatic procedure or what…but it surprised me.
I suppose it’s an airfield event that get’s reported although I would expect Go-arounds to fall under the same header.
I take it maintenance had a firm chat with the rudder booster and told it to straighten up its act? 
EDIT: Some very interestings facts in this article, it also implies that aborted take-off’s are often reported outside of the airliners organization.
Dead thread but I just saw this. Anytime that an airplane crosses the hold line after being cleared for takeoff and subsequently elects to clear the runway, even if the crew never advanced a throttle, the event is reported to the FAA as an abort. Go arounds are too but for reasons mentioned, there is usually no follow up. Aborts are discouraged, go arounds are encouraged.
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Otherwise that would encourage some baaad behavior, not that I’ve ever been guilty of that. Never, not even during a BFR, performed at very busy unfamiliar executive airport after celebrating a little to enthusiastically the night before. Never would I stay with an approach too long. Not me 
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No bad aviation story has ever started with…
“…and I was still feeling the effects of the previous evening’s indulgences when…”
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