Delta 757 hard landing this morning at Azores PDL
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Just to review, as I posted back in post #63 in this thread, DL chartered an Antonio 124...picked up equipment and parts at Paine Field (Boeing) and presumably some Boeing engineers, flew to Atlanta to pick up DL tech people and from there onward to Ponta Delgado to carry our repairs to allow a ferry flight back to ATL and ultimately Jacksonville. The aircraft was scheduled to have a D check in any event. That may have made the damage repairs more cost reasonable.
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- 45 orders for A220-100 and 50 orders for A220-300
- Boeing 737-900ER deliveries continue through 2019 for a total of 130
- 122 A321CEO being delivered at 2-3 per month until 2020.
- 35 A330-900 NEO started in 2019
- 15 A350-900 deliveries started 2017, 10 deferred
- Just ordered 100 A321NEOs and 100 Options. Deliveries begin in 2020.
- 10 350's postponed by 2 to 3 years. 30 extra. 321 order on June 20th at Paris Air Show.
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GPIAA Summary Report (in Portuguese and English): Summary Report of Serious Incident with Boeing 757-251, registration N543US, 18th August, 2019, at Ponta Delgada Airport, Azores Island (2019/SINCID/09)
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It's a little worrisome to me that pilot behavior makes necessary the word "Overderotation". Yeah, I get that it can happen, but pilots must remember to fly the plane to the wheel chocks. The fact that the mains are on does not mean that you're done flying, you don't just drop the nose onto the runway, you finish the landing by continuing to fly the plane...
And before someone questions why there's enough elevator effectiveness to enable a pitchdown of that rapid severity, remember that elevator effectiveness and travel limits are designed to enable stall recovery, not to protect from overderotation!
And before someone questions why there's enough elevator effectiveness to enable a pitchdown of that rapid severity, remember that elevator effectiveness and travel limits are designed to enable stall recovery, not to protect from overderotation!
Early build 767-300’s were susceptible to forward fuselage buckling as well. The last one I recall was an AMR 767-300 in Heathrow in the late 1990’s. I believe Boeing beefed up the forward structure in later build airplanes to preclude this problem.
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The Monarch aircraft accident imho has few un-answered questions in that their was a timing anomaly on the FDR read out. Of interest after the aircraft returned to service it “ de rotated” markedly on landing. Whilst I had nothing to do with the Gib incident I had enough interest to get the FDR pulled to see what it said about the de rotation I experienced. The FDR showed I had applied 1/2 up elevator to arrest the de-rotation. Note no hard nose wheel contact was experienced as I arrested it. I still wonder why it did it as not a usual 757 trait.
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Some Boeing aircraft just derotate quickly requiring significant up elevator. 727 and 777 come to mind. It seems pretty instinctive to just pull back and let the nose touch smoothly.
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GPIAA Summary Report (in Portuguese and English): Summary Report of Serious Incident with Boeing 757-251, registration N543US, 18th August, 2019, at Ponta Delgada Airport, Azores Island (2019/SINCID/09)
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Originally Posted by Page 7 2nd paragraph
The maximum pitch rate, during derotation, was of -2.2⁰/s, but was reduced to near zero prior to nose gear touchdown
Originally Posted by Page 7 5th paragraph
The load factor reached 1.53G when the main landing gear touched the runway (2nd touch) and then increased up to 1.88G, probable value of the nose landing gear in contact with the runway.
Edit:
After looking at Figura 2 and 3 for a while, it seems to me he was overcontrolling the plane before the landing and was caught with the control column in the wrong half wave at MLG touch down. One of the "digitial pilots" I try to avoid sharing the cockpit of a light aircraft with.
Last edited by BDAttitude; 14th May 2020 at 11:39.
Gentle forward pressure on the yoke just before the flare....makes for a greaser if done right...they probably don't teach it anymore and I don't know if it works on every Boeing
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A330 as well, I believe the only way to make a greaser.
But what you probably mean is to release a little bit of backstick (just before the aft bogey touches). Pushing will wreck any aircraft.
But what you probably mean is to release a little bit of backstick (just before the aft bogey touches). Pushing will wreck any aircraft.
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I would hope not. A technique of marginal utility if done right and of possible significant damage if done wrong would seem like a trap. "But my last 999 landings were so smooth" (or 9,999, or even 99,999) isn't going to count for much if the last one broke an expensive aircraft.