Koreanair A380 tail strike NRT
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I have over 30 years flying internationally and yesterdays conditions were the worst I have experienced in all my flying years when aircraft or still carrying out approach and landings. That was around 8am local. Don't know when Korean made their approach. The wind when we landed was 040/22gusting37 with windshear on approach sometimes up to +-45kts. This was all caused by the passing typhoon.
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Hey... blame it on the expat
! I don't think the jet had it's first oil change or it`s first free 10,000 mile dealer check yet.
But on a serious note, good news that no smoking hole was left in this incident. After inspections the aircraft resumed service.
! I don't think the jet had it's first oil change or it`s first free 10,000 mile dealer check yet.But on a serious note, good news that no smoking hole was left in this incident. After inspections the aircraft resumed service.
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OBNO:
That is an impressive x-wind limit. Does that require a properly timed decrab so the wings are pretty much level at touchdown?
X-wind landing limit for A380 is 40kts.
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Nrt 21 landing
I landed in NRT on the 21. The conditions were very chalenging. I have 18000+hrs and have flown Boeing, Douglas, Lockheed, and now Airbus. It was possibly the most difficult landing I have ever done. I am not supprised that someone touched a pod.
The met report does not do justice to the gusting cross wind conditions.
The met report does not do justice to the gusting cross wind conditions.
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Here is what happens when Airbus test pilots don't get it right, and no windshear? Wings were level mind you. I don't know the previous experience of the crew in NRT (possibly little Airbus time) but in yesterdays conditions that place is a handful for even the most experienced pilot. Youtube search NRT windshear approaches if you require further evidence.
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I can picture it & hear the conversation!
During approach, precise Thrust,drift &power settings calculated according to ATIS, regardless of reality.
Flare height calculated, according KAL SOP & not AB (or Boe FCTM)
Last 4 miles; Lots of "oh, oh, oh, & much sucking thru teeth!
Main Gear Touchdown. before nose on deck FO into FMGS/FMS to look at touchdown "G" reading & max Roll value.
PF, now major sucking thru teeth, followed by statment " But I flared at the correct height with correct pitch/drift! Must be the AA TEE I SS is wrong.
VERY STRANGE CAPTAIN!! more sucking noises.
During approach, precise Thrust,drift &power settings calculated according to ATIS, regardless of reality.
Flare height calculated, according KAL SOP & not AB (or Boe FCTM)
Last 4 miles; Lots of "oh, oh, oh, & much sucking thru teeth!
Main Gear Touchdown. before nose on deck FO into FMGS/FMS to look at touchdown "G" reading & max Roll value.
PF, now major sucking thru teeth, followed by statment " But I flared at the correct height with correct pitch/drift! Must be the AA TEE I SS is wrong.
VERY STRANGE CAPTAIN!! more sucking noises.
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Don't be too quick on the draw gentlemen......according to NRT ground staff there was an Airbus instructor onboard the flight with 2 other Koreans. So it remains to be seen if the Airbus guy was on the jumpseat or on one of the pilot seats.
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All-ex:
Strong steady cross wind landings are normally a "piece of cake" in any heavy aircraft and fun to do, also. Gusty, windshear approaches with an aircraft low in weight, are something different.
Regarding the video of those take-off and landing demonstrations on the A380, please take a look at the first take-off and special attention to the number one engine during rotation at time 00:32s and you will see a close call for an engine strike, with an airbus pilot at the controls...
Regarding the fact that an Airbus TRI was on board, I don't think he may have been able to do anything but call for an overshoot.
In the avherald photo Incident: Korean A388 at Tokyo on Jul 21st 2011, engine pod strike, one may see that a wrong technique was used: the aircraft landed on the left side of the runway centerline, left rudder and too much [obvious] right wing down, were used maybe in an attempt to bring it to the centerline...
An overshoot would have been the best chance to avoid any dual input on the side sticks. The fact that side sticks don't give PNF any feedbacks of what PF is really doing makes the role of PNF a very hard one...
Strong steady cross wind landings are normally a "piece of cake" in any heavy aircraft and fun to do, also. Gusty, windshear approaches with an aircraft low in weight, are something different.
Regarding the video of those take-off and landing demonstrations on the A380, please take a look at the first take-off and special attention to the number one engine during rotation at time 00:32s and you will see a close call for an engine strike, with an airbus pilot at the controls...
Regarding the fact that an Airbus TRI was on board, I don't think he may have been able to do anything but call for an overshoot.
In the avherald photo Incident: Korean A388 at Tokyo on Jul 21st 2011, engine pod strike, one may see that a wrong technique was used: the aircraft landed on the left side of the runway centerline, left rudder and too much [obvious] right wing down, were used maybe in an attempt to bring it to the centerline...
An overshoot would have been the best chance to avoid any dual input on the side sticks. The fact that side sticks don't give PNF any feedbacks of what PF is really doing makes the role of PNF a very hard one...
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With an a/c of that size, that light, perhaps a dirigible rating?
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Good lord you guys. I post that pilots should be able to fly their A/C up to the crosswind limit published (Heaven forbid they are able to hand fly their aircraft. GASP!) and I get accused of armchair quarterbacking? I don't think thats an unreasonable expectation. If the conditions were above their skill level then they shouldn't have been attempting to land.
I have flown into many many airports that are nasty for windshear (some very mountainous airports with winds from all directions and W/S that is felt right to the flare.) so I do have experience with these types of conditions.
I have flown into many many airports that are nasty for windshear (some very mountainous airports with winds from all directions and W/S that is felt right to the flare.) so I do have experience with these types of conditions.
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Main Gear Touchdown. before nose on deck FO into FMGS/FMS to look at touchdown "G" reading & max Roll value.
Last edited by ImbracableCrunk; 23rd Jul 2011 at 12:21.
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Some facts gleaned from the 7th & 8th floor :
1) it was a nasty day at NRT with variable turbulent gusts of crosswinds
2) there was an airbus instructor onboard
Mum is the word regarding who was the PF. One of the Koreans was only cleared on line about 4 weeks ago.
1) it was a nasty day at NRT with variable turbulent gusts of crosswinds
2) there was an airbus instructor onboard
Mum is the word regarding who was the PF. One of the Koreans was only cleared on line about 4 weeks ago.
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You know, when an experienced set of MD-11 crew can get themselves killed in similar conditions at NRT, I find that a podstrike in this circumstance is not totally out of the ordinary.
It's very nasty in typhoon conditions at NRT, more so than most other airports I fly to (mountainous or not). If you haven't experienced it, you have absolutely no right in being judgemental here.
It's very nasty in typhoon conditions at NRT, more so than most other airports I fly to (mountainous or not). If you haven't experienced it, you have absolutely no right in being judgemental here.