VS tailstrike at VHHH
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There are pressure gauges on the A346 MLG and CLG, so it makes the situation somewhat different. Pressure gauge cross check is required per MPD at 36HR interval.
This is to do with loadsharing across the three gears. Unlike the A343, the A346 CLG is a proper gear and not a mickey mouse ornament.
Because of the 3 post design, you cannot tell if one gear is not carrying the correct load without checking the gauges, hence the 36HR crosscheck requirement.
The location of the damage on the VS aircraft was a little far forward than what would be expected. This would be the case if the landing gear servicing was waaaay out, but the 36HR check precludes this.
My money is on a lateral side stick input during rotation. All of the spoilers on the LH wing popping up wouldn't half ruin the rotation.
This is to do with loadsharing across the three gears. Unlike the A343, the A346 CLG is a proper gear and not a mickey mouse ornament.
Because of the 3 post design, you cannot tell if one gear is not carrying the correct load without checking the gauges, hence the 36HR crosscheck requirement.
The location of the damage on the VS aircraft was a little far forward than what would be expected. This would be the case if the landing gear servicing was waaaay out, but the 36HR check precludes this.
My money is on a lateral side stick input during rotation. All of the spoilers on the LH wing popping up wouldn't half ruin the rotation.
Person Of Interest
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Paxboy,
Any tailstrike on T/O should be a mandatory return, or at least a precautionary landing at the nearest suitable airport.
Tailskid or not, the crew up front is in no position to determine "how hard" the strike was...
The 727 and 737 CRM specifically say do not pressurize (or de pressurize) the a/c and land...
And does anyone remember the JAL 747 that had a tailstrike, reported and incorrectly repaired by Boeing engineers around the aft pressure bulkhead area...
A lot of realitives remember that one...
Tailstrike on T/O = Landing as soon as practical...(notice I don't say immediately...)
Any tailstrike on T/O should be a mandatory return, or at least a precautionary landing at the nearest suitable airport.
Tailskid or not, the crew up front is in no position to determine "how hard" the strike was...
The 727 and 737 CRM specifically say do not pressurize (or de pressurize) the a/c and land...
And does anyone remember the JAL 747 that had a tailstrike, reported and incorrectly repaired by Boeing engineers around the aft pressure bulkhead area...
A lot of realitives remember that one...
Tailstrike on T/O = Landing as soon as practical...(notice I don't say immediately...)
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the worlds most useless.....
I have never seen such a load of clap trap ever. This must be the biggest collection of useless info ever.
You have got non-bus drivers saying ohhhh i'm scared i dont want to fly an airbus!!! i dont understand..... Thats why before you get it on your licence and fly it you do a course... now for those not in the know.... this involves ground school and sim rides....
how many time do you read this...
"lets just wait for the report"
You have got non-bus drivers saying ohhhh i'm scared i dont want to fly an airbus!!! i dont understand..... Thats why before you get it on your licence and fly it you do a course... now for those not in the know.... this involves ground school and sim rides....
how many time do you read this...
"lets just wait for the report"
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Originally Posted by Localiser Green
Airbus are on their way to CLK now to have a look. 18ft gash apparently, aircraft time out of service now being measured in WEEKS not days. 
There has been contact with the ground across 7-8 frames, hardly what you would call an 18ft gash.
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That just about sums it up
This must be the biggest collection of useless info ever.
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I had a look at it yesterday, it's parked up on W125, one of the remote bays. It seems to be mainly under a small aft, rightside baggage(?) hatch, under the rego (G-VWKD). Its certainly not an "18ft gash", and if Airbus are coming out to see it, they must have heard of the incredible wx we're having here at the moment!
Nosey
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DownIn3Green,
not quite right what you said, at least fot the B777-300.
If you have a tail strike without the "Tail Strike" on the EICAS, you can continue to destination (according to Boeing Bulletin).
If you get the message, yes, land at nearest suitable airport.
For the B777-200 is different because you don't have a tail skid.In this case, in both scenarios Boeing recomends to Land at the neares suitable airport.
Cheers
not quite right what you said, at least fot the B777-300.
If you have a tail strike without the "Tail Strike" on the EICAS, you can continue to destination (according to Boeing Bulletin).
If you get the message, yes, land at nearest suitable airport.
For the B777-200 is different because you don't have a tail skid.In this case, in both scenarios Boeing recomends to Land at the neares suitable airport.
Cheers
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A/c renamed GV-Wa
by the folks that know about it at LHR. Silly machine really has been missbehaving
. Any idea when we can lay out the red carpet for the WicKeD beast at LHR??
Shame nice A/C that one.
Brgds and have a good weekend everbody.
SJD
by the folks that know about it at LHR. Silly machine really has been missbehaving . Any idea when we can lay out the red carpet for the WicKeD beast at LHR??Shame nice A/C that one.
Brgds and have a good weekend everbody.
SJD
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It was indeed a windy day 15/7 at HKG due proximate tropical storm.
I agree with previous posts re read the subsequent report. By that I mean it is a fact based report and will be published after substantial investigations.
Anyone who has flown into CLK on a slightly regular basis knows it can be rough.
Most aviation accident reports finally end with a conclusion not related to the initial media generated (usually sensational)version of events.
I agree with previous posts re read the subsequent report. By that I mean it is a fact based report and will be published after substantial investigations.
Anyone who has flown into CLK on a slightly regular basis knows it can be rough.
Most aviation accident reports finally end with a conclusion not related to the initial media generated (usually sensational)version of events.
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Originally Posted by 411A
>>I just cannot see three or maybe four PAIRS of eyes from an operating crew making and allowing a gross error to occur easily and to not be spotted.<<
That's what the USAF thought too, until proved quite wrong by the recent C-5 accident at Dover AFB.
Or, for that matter, the B747 MK accident in Canada.
It's called...not paying strict attention to what you are doing.
That's what the USAF thought too, until proved quite wrong by the recent C-5 accident at Dover AFB.
Or, for that matter, the B747 MK accident in Canada.
It's called...not paying strict attention to what you are doing.
411A: it's called LACK OF ARTIFICIAL FEEL !!!
REALLY, my biggest gripe with Airbus, I mean really, what the hell were they thinking ???
All the fun gone 
---- And that's why If it ain't Boeing [or Douglass or Lockheed ... hey alway wanted to 'Play' in the LearJet 23 or 25 and Citations are nice and potentially affordable] I ain't going... I think my most prefered company ... and my least is implied in the body of this post
Repairs should be complete this week (week starting 14 August) if not finished already. It needed replacement of one or two of the multiple curvature skin panels which may have had to be robbed from production plus repairs to about 5 frames I believe.
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FLAP 5...
FYI: I don't know what you are thinking on those flight computers...maybe you have no experience with them...LOL
You are not correct about Direct Law and Normal Law...
What do you fly? Are you even a pilot?
FYI: I don't know what you are thinking on those flight computers...maybe you have no experience with them...LOL
You are not correct about Direct Law and Normal Law...
What do you fly? Are you even a pilot?
