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Holy Wing Tip Strike Batman!
- Thread starter HAL Pilot
- Start date
One of the instructors I had back in VT-6 told a story about landing one night and the new guy stutter stepped on the rudder pedals, with 18" of clearance from the engine to the runway it made for a long night for all of them. I guess it doesnt take much to scrape paint.
According to the Yahoo article I read on that video, the gust that caught the aircraft just as it started its flare was clocked at 155mph. Not sure if that's a typo or what...
I have a feeling my buddy and your IP are the same person, as I've heard a similar story.
A4s, thanks. You saved me the posting brain cells...
Gator, you're right the CFM56 gives you very little clearance. On the E-6 it's different than on the 135 since the wings are completely differenet animals and the dihedral is different as well. On the 135 you had 11 inches at best if the struts were serviced well.
My first strong x-wind flight in the 135 I nearly made the IP and the AC crap their pants. I was doing WDTR and in the USAF heavy community... it's just NOT done. That and pissing away about 1,500 of perfectly good runway behind you seems to be the standard. I still prefer to aim, if not for brick one, for at least no more than 500' feet from the approach end. More is a waste of good runway. But old SAC'isms die hard. Or might just be a heavy thing...
Harrier Dude
Living the dream
A4s, is this what you were describing?
http://www.liveleak.com/view?i=766_1196775900
http://www.liveleak.com/view?i=766_1196775900
ACTUALLY ... that's pretty damn close.
It almost looked like he went the "wrong" way with the rudder, caught it, and made a great correction.Good find for demo-purposes, HD.
Which one??
In my (Monday morning quarterback) opinion, the guy made a bid too late for centerline, a critical point at which he should have swallowed his pride and gone around. It fell apart from there, he got to the centerline, but his crab angle was too great due to his previous steer towards the upwind side so he decided to kick it out and point it down the runway. As the upwind wing accelerates due to kicking it out, it generates more lift than the downwind wing and therefore that side rises. If you don't put enough wing down in (right wing down in this case), you will strike something, either engine or wingtip depending on engine location and the altitude of the strike.
De-crab sounds really easy in theory, but it actually can be quite difficult. There is just a lot of stuff changing as winds increase and die out, wings are rising and falling, you are trying to flare the plane and change two other dimensions at the same time. I much prefer WDTR, you just don't change as much since you can ride it down to the ground. Unfortunately, with about 20" or so of clearance depending on gross weight, the E-6 just didn't do WDTR since it could only do max 5* AOB on touchdown (assuming you landed on the centerline, if you landed off center and the inboard engine was over the crown, you could strike with less AOB)
I have had my share of landings and some scary moments with some of my 2/3P's where I have immediately gotten out of the seat after shutdown and checked the bottoms of the pods. The 707 just wasn't designed for CFM engines.
De-crab sounds really easy in theory, but it actually can be quite difficult. There is just a lot of stuff changing as winds increase and die out, wings are rising and falling, you are trying to flare the plane and change two other dimensions at the same time. I much prefer WDTR, you just don't change as much since you can ride it down to the ground. Unfortunately, with about 20" or so of clearance depending on gross weight, the E-6 just didn't do WDTR since it could only do max 5* AOB on touchdown (assuming you landed on the centerline, if you landed off center and the inboard engine was over the crown, you could strike with less AOB)
I have had my share of landings and some scary moments with some of my 2/3P's where I have immediately gotten out of the seat after shutdown and checked the bottoms of the pods. The 707 just wasn't designed for CFM engines.
Amen.
The A-320 max crosswind component limit is only 29kts. (Steady state, but gusts are allowed to 35kts)
Although both the wing-down-top-rudder and kick-out-the-crab techniques are authorized, the kick-out-the-crab technique is mostly the recommended method in this particular aircraft (for a variety of esoteric reasons, mostly beyond my comprehension).
I do know the A-320 is a particularly squirrelly aircraft in a gusty strong crosswind condition – far worse than any Boeing I have flown. And I have witnessed too many of these x-wind adventures from several "unique perspectives" that came far too close to this vid, but never so bad and with such a result.
The gusts I'm told there were 49 kts, which looks about right from the film. Limits? Anyone?
Unfortunately, bad judgement usually trumps even the greatest skill in life threatening situations. But bad judgement with mediocre skills too often results in disaster. Regardless of the judgement/skill/environment in the equation, these people were very lucky....But they didn't need to be. Is there a lesson in there?
( A4s comments are also germane.
)
Piper Tomahawk - prof positive that it is possible to have not enough airplane for the job, even if the job is to teach basic flying. That thing gets tossed around by a slight breeze, and when it hits turbulence, it doesn't fly. It swims. :icon_tong
Which Piper Tomahawk have you been flying? Admittedly, it's been a while, but the Tomahawks I've flown handled gusty conditions much better than their Cessna counterparts...
I think the best I've flown though would have to be a Diamond DA20 Eclipse...
I think the best I've flown though would have to be a Diamond DA20 Eclipse...