FedEX MD-11 Tailstrike MEM
Thread Starter
Joined: Apr 2002
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From: EGSS
FedEX MD-11 Tailstrike MEM
Just seen pictures of a FedEx MD-11 which suffered a tailstrike on landing RWY09 MEM 09/19/04. Apparently during a practice Cat3B approach. Skin worn all the way through to the aft bulk, numerous access doors/panels reduced in thickness, including tailcone hinges and a VHF antenna shorter than it should be. Can't post any piccies at this time due on a VPN.
Trash du Blanc
Joined: Mar 2001
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From: KBHM
Word on the street is that it was a Cat III check that got squirrelly in the flare. Crew went around and that's when it hit. Aircraft is to be ferried to California for repairs.
These modern aircraft fly themselves, you know....
These modern aircraft fly themselves, you know....
Thread Starter
Joined: Apr 2002
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From: EGSS
Seems to be the story. Talking to a capt, who had spoken to a capt......(you know how it goes) they were going round from a cat3B check (reason unknown) but had not hit the TOGA switches, instead pushing the throttles up manually and pulling back on the stick with the AP still engaged. The amount of force applied eventually caused the AP to disconnect and then the a/c over-rotated causing the tail to impact. The a/c climbed out, flew a circuit and landed uneventfully. Apparently damage sustained was enough to be classified an aircraft "accident" by the NTSB. The FCC's were checked on the a/c with no faults found or previously recorded and have now been removed for bench-check. (This is the only FACT i know) Again, this is just what i heard and cannot be classed as actual. The truth will unfold eventually.
Joined: Jun 2001
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From: Rockytop, Tennessee, USA
>>Not all by themself, guess someone forgot to keep a forward pressure on the yoke when the spoilers came up..<<
Normally a Cat 3b would be a full autoland. The aircraft should decrab, derotate, decelerate and de everything else until it comes to a stop. About all you would normally manually do is pop the reversers.
Normally a Cat 3b would be a full autoland. The aircraft should decrab, derotate, decelerate and de everything else until it comes to a stop. About all you would normally manually do is pop the reversers.
Joined: Jun 2001
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From: Surrounded by aluminum, and the great outdoors
Yup...us Tennessee boys that is Cat IIIB kwalified do indeedy-deed "pop" the reversers, malfunctions that cause asa "no autoland" displays on the boeing 75/767 call for a manual go-around..but below alert height they are rare..interesting manuever for sure....GO VOLS!!!!!
Psychophysiological entity
Joined: Jun 2001
Aviation Qualifications: ATPL
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From: Walton on the Naze Essex.
We used to 'pop' a drag-chute in the late fifties, while our antipodean pilot colleague type chappies, hung a lefty when turning to port. I can't even mention what the French called descending.
Joined: Jul 2003
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From: An Island Province
Whatever the facts are behind this incident, take the opportunity to remember the many previous pit falls and errors during practice Cat 3 approach and landings.
Check that the ILS protected zone is free, which may include departing traffic ahead for LOC disturbances. This also applies to over flying aircraft (N.B. MD 80 Gatwick incident).
Do not play with the automatics, if they are in and working properly leave them in. If you wish to push and pull on the column then ‘pop’ the autos out!
Check that the ILS protected zone is free, which may include departing traffic ahead for LOC disturbances. This also applies to over flying aircraft (N.B. MD 80 Gatwick incident).
Do not play with the automatics, if they are in and working properly leave them in. If you wish to push and pull on the column then ‘pop’ the autos out!
