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    Avoiding Tailskid

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    ashu
    flying aircraft and avoiding tailstrike

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    © All Rights Reserved
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    Avoiding Tailskid

    Uploaded by

    ashu
    5 views17 pages
    flying aircraft and avoiding tailstrike

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    © © All Rights Reserved

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    PPT, PDF, TXT or read online from Scribd

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    flying aircraft and avoiding tailstrike

    Copyright:

    © All Rights Reserved
    Download as PPT, PDF, TXT or read online from Scribd
    Download as ppt, pdf, or txt
    5 views17 pages

    Avoiding Tailskid

    Uploaded by

    ashu
    flying aircraft and avoiding tailstrike

    Copyright:

    © All Rights Reserved
    Download as PPT, PDF, TXT or read online from Scribd
    Download as ppt, pdf, or txt
    of 17

    Avoiding Tail

    Strike
    Objective
     To understand aircraft characteristics and
    to avoid tail strikes
    Contents
     Takeoff risk factors
     Landing risk factors
     Center of gravity
     HGS
     Landing flaps
     Max x-wind landing
     Recovery from a bounced
    landing
    Takeoff Risk Factors-1
     Miss-trimmed stabilizer
    ~using erroneous takeoff data
     Rotation at improper speed
    ~is usually caused by early rotation due to
    some unusual situation, or rotation at too low an
    airspeed for the weight and/or flap setting.
     Excessive rotation rate
    Takeoff Risk Factors-2
     Trimming during rotation

    ~The PF may easily lose the feel of the


    elevator while the trim is running which
    may result in an excessive rotation rate
    Improper use of FD
    ~The FD provides accurate pitch guidance
    only after the airplane is airborne
    Landing Risk Factors

     Unstabilized approach
     Holding off in the flare
     Trimming in the flare
     Mishandling of crosswinds
     Over-rotation during go-around
    Center of Gravity (CG)

     When taking off at light weight and with


    an aft CG, the combination of full thrust,
    rapid thrust application, and sudden brake
    release may tend to pitch the nose up.
    Landing Flaps

     NORMAL L/D FLAPS~~~(15), 30, 40


     LESS FLAP~~~MORE APP PITCH
     A/C PITCH ATTITUDE DECREASES BY 1
    DEGREE FOR EVERY 5KT INCREASE IN APP
    SPEED.
     DIFFERENCE BETWEEN FLAP30 & FLAP40
    Max X-wind Landing-1

     ON FINAL,APP MAINTAINING CRAB.


     BELOW 500 AFE, APPLY RUDDER SLOWLY, AND
    KEEP UPWIND WING LOW.
     APP WITH COMBINATION UNTIL REACHING R/W.
     AFTER PASSING 50 FEET,MORE RUDDER MORE
    UPWIND AILERON.
     REACHING 30 FEET,START TO FLARE NORMALLY

    (TO ALIGN WITH THE C/L ,APPLY MORE


    RUDDER AND MORE AILERON GRADUALLY)
    Max X-wind Landing-2
     AS THE UPWIND GEAR TOUCHES FIRST,
    COMMENCE A SLIGHT INCREASE IN
    DOWNWIND RUDDER TO STRAIGHTEN THE
    NOSE.
     APPLICATION OF AILERON IS APPLIED TO
    MAINTAIN WINGS LEVEL.
     DURING THE FLARE,DO NOT MAKE WINGS
    LEVEL, OTHERWISE DRIFT WILL OCCUR.
     TO COMPENSATE WEATHER-VANE EFFECT,
    APPLY MORE RUDDER DURING THE
    ROLLOUT.
    BOUNCED LANDING
    RECOVERY
     To recover from a light bounce (5
    feet or less), flight crew should
    do the following:
     Maintain or regain a normal landing
    pitch attitude (do not increase pitch
    attitude because this could lead to a tail
    strike)
     Continue the landing
     Use power as required to soften the
    second touchdown, and
     Be aware of the increased landing
    distance.
    BOUNCED LANDING
    RECOVERY
     If the airplane bounces more than 5
    feet, a go-around should be
    conducted because insufficient
    runway might remain for a safe
    landing. The following go-around
    procedure is recommended:
     Maintain or establish a normal landing pitch
    attitude
     Activate the go-around levers and advance
    the throttle levers to the go-around thrust
    position
     Maintain the landing flaps configuration or
    set a different configuration, as required by
    the FCOM/QRH
    BOUNCED LANDING
    RECOVERY
     Be prepared for a second touchdown
     Be alert to apply forward pressure on the
    control column and reset the pitch trim
    as the engines spool up (particularly with
    under wing-mounted engines)
     When safely established in the go-around
    and when no risk remains of touchdown
    (steady, positive rate of climb), follow
    normal go-around procedures, and
     Re-engage automation, as desired, to
    reduce workload.
    Tail Strike Pitch limit
    HGS Symbols for Tailstrike

    Tail strike warning


    PRI in flight, AⅢ approach, IMC, VMC Mode
    Displayed when a tail strike is likely during landing.
    Tail strike monitoring is active below 100ft AGL.
    Wind shear Detection
    THANK YOU

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