Atlas 747 Landing Incident - Shanghai
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Atlas 747 Landing Incident - Shanghai
Date: 04-AUG-2020
Time: 18:05:00Z
Regis#: N408MC
Serial#: 29261
Aircraft Make: BOEING
Model: 747-47UF
Flight#: Atlas Air 8939
Type: INCIDENT
Highest Injury: NONE
AIRCRAFT SUFFERED POD STRIKES TO THE #1, #2 AND #4 ENGINES ON LANDING, SHANGHAI, CHINA. (PVG)
Time: 18:05:00Z
Regis#: N408MC
Serial#: 29261
Aircraft Make: BOEING
Model: 747-47UF
Flight#: Atlas Air 8939
Type: INCIDENT
Highest Injury: NONE
AIRCRAFT SUFFERED POD STRIKES TO THE #1, #2 AND #4 ENGINES ON LANDING, SHANGHAI, CHINA. (PVG)
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The report says:
Considering the pod strikes, I can't help wondering if the roll out was on the runway, or the roll axis!
The aircraft rolled out without further incident
I'll be interested to see what dynamics led to an inboard pod strike.
Seems like the outboard would act as a pogo wheel to hold the inner engine off the ground - but I guess wing flex, or gear flex, or extreme damage to the outboard, or a semi-excursion such that the #2 hit an edge light, each could explain it.
Seems like the outboard would act as a pogo wheel to hold the inner engine off the ground - but I guess wing flex, or gear flex, or extreme damage to the outboard, or a semi-excursion such that the #2 hit an edge light, each could explain it.
I can't see this staying classified as an "incident" (per Annex 13) for long ...
The 747's geometry is such that a combination of wing flex (particularly if an outer engine is already in contact with the ground), and/or wing gear oleo compression, doesn't leave much clearance between the runway and the inner on the same side at best:
I no longer have the Boeing equivalent of the POH for the -400 with me, it has been a few years since I flew them, but I seem to remember it had a diagram showing the roll and pitch angles and oleo compressions for particular pod strikes.
What struck me at the time and is apparent here is that at a certain roll angle and nose down pitch (7 and 3 degrees?, my memory fails me) it was the inboard pods that struck before the outboards with full oleo compression. The rate of descent for full oleo compression was not stated but would have been near the limit, around 600fpm.
What struck me at the time and is apparent here is that at a certain roll angle and nose down pitch (7 and 3 degrees?, my memory fails me) it was the inboard pods that struck before the outboards with full oleo compression. The rate of descent for full oleo compression was not stated but would have been near the limit, around 600fpm.
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the aircraft suffered engine pod strikes on the #1, #2 and #4 engines (outboard left, inboard left, outboard right). The aircraft rolled out without further incident.
To strike double pods on one and the other side outer takes some doing. What further could happen?
To strike double pods on one and the other side outer takes some doing. What further could happen?
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anxiao
you are correct, it was like that on the 747-2 and the 747-4 , our airline always focused on roll angle control since they had a pod strike incident long time ago. 7-8 degrees roll looks like a lot from the cockpit but it can happen quick. I rather landed crabbed wings level during wet strong xwind landings than trying to de-crab. The gear takes it easily, unlike eg an MD11(i have flown those 3 types, no arm chair)
you are correct, it was like that on the 747-2 and the 747-4 , our airline always focused on roll angle control since they had a pod strike incident long time ago. 7-8 degrees roll looks like a lot from the cockpit but it can happen quick. I rather landed crabbed wings level during wet strong xwind landings than trying to de-crab. The gear takes it easily, unlike eg an MD11(i have flown those 3 types, no arm chair)
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Haven’t seen the 3rd quarter numbers but Atlas was running about 10 extra sections a day during the 2nd quarter. While passenger operations have suffered during this outbreak the cargo world has gone crazy.
