RYR Tailstrike at KRK
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RYR Tailstrike at KRK
I understand from a colleague at KRK airport that RYR suffered a significant tailstrike there recently on a B738. The aircraft suffered damage on departure and held for an hour before returning to land again at KRK.
Passengers thanked for choosing RYR and a/c departed some time later (empty) for repairs.
Tail-striking a 734/8 on T/o is not difficult and has only one primary cause..... too much elevator + not enough knots.
An error in performance calcs perhaps?
Passengers thanked for choosing RYR and a/c departed some time later (empty) for repairs.
Tail-striking a 734/8 on T/o is not difficult and has only one primary cause..... too much elevator + not enough knots.
An error in performance calcs perhaps?
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Originally Posted by Magplug
Tail-striking a 734/8 on T/o is not difficult and has only one primary cause..... too much elevator + not enough knots.
An error in performance calcs perhaps?
An error in performance calcs perhaps?
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I doubt it's the "winglet vs non-winglet" stab trim setting. We're talking about 0.2 on the trim. With that old-fashioned trimwheel, it's not even possible to set the trim within 0.2 if you ask me... Looking from left side it's bla bla, but if you check it from the other seat, yeah, then it's something else...
Early, fast rotation sounds like an idea... Maybe, associated with slight tailwind - and (I don't know the runway) maybe uphill slope?? Good ingredients for a tailstrike I would say
Early, fast rotation sounds like an idea... Maybe, associated with slight tailwind - and (I don't know the runway) maybe uphill slope?? Good ingredients for a tailstrike I would say
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i would say poor rotation technique, i understand KRK is Krakow i have never been there so have no idea on runway and performance.
The aircraft could have benn loaded incorrectly too, there are so many variables, lets not get carried away.
The aircraft could have benn loaded incorrectly too, there are so many variables, lets not get carried away.
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We recently company-wide changed to using Flap 5 for all take-offs, to reduce risk of tailstrike with Flap 1 (unless Flap 1 reqd for perf ,in which case Capt's only T/OFF and a Capt's report duh. . . ) I guess next month we can look forward to another FCI telling us to make all T/OFF with Flap 15, hell no lets make that 25. And all landings with Flap 5 a la Skavsta for good measure. Ah . . .good piloting technique combined with a modicum of experience , don't you remember it well.
