Emirates...is this for real!!???
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The A330 QRH says: "LAND ASAP" in the event of a tailstrike. I can't imagine the A340 being any different.
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There is no evidence that V1 and Vr were missed. That is pure conjecture based on some seriously porous information. I think that is the point the poor fellow in the quoted exchange was making.
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So with your knowledge did they rotate at Vr?
Last edited by escapedATCO; 18th Jan 2022 at 14:57.
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There's a good podcast called AvTalk that's run by the guys at FR24.
The one where they discuss this incident makes it pretty clear that the aircraft rotated in a normal-ish place. The problem is that the publicly available data is sampled every 5 seconds. The data they store is much more detailed and includes other information such as what was set on the MCP etc.
Worth a listen
The one where they discuss this incident makes it pretty clear that the aircraft rotated in a normal-ish place. The problem is that the publicly available data is sampled every 5 seconds. The data they store is much more detailed and includes other information such as what was set on the MCP etc.
Worth a listen
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You are correct that it does on the -200 LR and -200 Freighters nowadays, but on the older 777-200's which were being referred to, is was not always land ASAP for a tail strike. It's been years since I've flown those Rolls Royce powered planes and they may have updated the QRH for them in line with current models.
You are correct that it does on the -200 LR and -200 Freighters nowadays, but on the older 777-200's which were being referred to, is was not always land ASAP for a tail strike. It's been years since I've flown those Rolls Royce powered planes and they may have updated the QRH for them in line with current models.
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People may be chasing their tail(strikes) here:
In ancient times on the 777-300 if a trailstrike was reported by the cabin crew or tower but no EICAS had occurred, the crew could pressurize and continue. In that same era on a 777-200 the report from the tower or the cabin crew meant that the aircraft had to return. This was down to geometry - it is not possible to strike the tail without a warning in the 300 but it was in the 200.
This was later changed to be more conservative for both models.
In ancient times on the 777-300 if a trailstrike was reported by the cabin crew or tower but no EICAS had occurred, the crew could pressurize and continue. In that same era on a 777-200 the report from the tower or the cabin crew meant that the aircraft had to return. This was down to geometry - it is not possible to strike the tail without a warning in the 300 but it was in the 200.
This was later changed to be more conservative for both models.
Last edited by Dropp the Pilot; 19th Jan 2022 at 01:46. Reason: editing
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Hi, I'm a Reuters reporter interested in speaking with pilots about this incident and the aborted take-off this month.
You can reach me on [email protected] or [email protected].
You can reach me on [email protected] or [email protected].
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Is your nose really that brown?
His attempt to deny the event only confirmed that an event took place. In fact such event was significant enough to prompt the issue of a company notam to remind their crews to follow SOP.
We all know why SOPs are in place, so at some point during this flight the omission of SOP (or poor airmanship, SA, currency.. you name it) lead to an undesired aircraft state that needed to be addressed broadly to all 777 pilots.
Looking forward to read the investigation report, oh wait
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People may be chasing their tail(strikes) here:
In ancient times on the 777-300 if a trailstrike was reported by the cabin crew or tower but no EICAS had occurred, the crew could pressurize and continue. In that same era on a 777-200 the report from the tower or the cabin crew meant that the aircraft had to return. This was down to geometry - it is not possible to strike the tail without a warning in the 300 but it was in the 200.
This was later changed to be more conservative for both models.
In ancient times on the 777-300 if a trailstrike was reported by the cabin crew or tower but no EICAS had occurred, the crew could pressurize and continue. In that same era on a 777-200 the report from the tower or the cabin crew meant that the aircraft had to return. This was down to geometry - it is not possible to strike the tail without a warning in the 300 but it was in the 200.
This was later changed to be more conservative for both models.
Refer also to the latest 5G directive and the possible effects on the Tailskid system on the Tripple. If the caution is expected to be erroneous, one continues normal operation…Enough said.
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Seriously yo? Most of QRH said “DO NOT PRESSURIZE THE AIRCRAFT, Caution! Continued pressurization of the airplane can cause further structural damage” unless you want to fly long haul at 10000 ft.
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No matter how you slice it, the incompetence is breath-taking. Should we expect to hear more or has the EK machine succesfully buried this?
Good video, marred by the statement near the end that the crew should have returned because of the overspeed. That is non-sense.
Good video, marred by the statement near the end that the crew should have returned because of the overspeed. That is non-sense.
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