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) |
Atlas Air on behalf of DHL
Seoul to Shanghai Pudong Pod Strikes on Landing rwy 17R No further incident during rollout 19013G20MPS 8000 -SHRA |
It must have been a REALLY dynamic landing (lots of roll rate) to get #2!
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The report says:
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. |
Is it just me or is the incident rate higher than normal with a small fraction of the normal flying?
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I can't see this staying classified as an "incident" (per Annex 13) for long ...
Originally Posted by pattern_is_full
(Post 10855016)
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.
https://cimg5.ibsrv.net/gimg/pprune....9acb55c844.jpg |
Here is a little aviation news letter that I subscribe to.
https://simpleflying.com/atlas-air-7...ne-strike/amp/ |
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. |
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? |
It must have been similar and worse than this:
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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) |
Originally Posted by anxiao
(Post 10855275)
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.
https://cimg8.ibsrv.net/gimg/pprune....bfb7acbfb5.jpg |
Originally Posted by Australopithecus
(Post 10855035)
Is it just me or is the incident rate higher than normal with a small fraction of the normal flying?
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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.
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anxiao and DaveReidUK - yes, thanks. As I suspected. Ain't 3D trigonometry wonderful!
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I thought it was geometry :)
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Nothing so cerebral. It was playing with my -400 Manila model on a table top that set me searching for the answer :)
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Not often that you see that much rudder deflection on a jet.
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