Tail skid 737 что это

The yellow and red discs to the right of the picture are the APU fire bottle discharge indicators.

NOTE THAT THE TAILSKID ONLY PROTECTS THE AIRCRAFT DURING TAKE-OFF, NOT LANDING.

The FCOM has recently added the following warning:

«CAUTION: Cartridge assembly warning placard must be checked as soon as possible after the tailstrike. The tail skid skirt faring may re-extend due to gravity as time passes resulting in a reading error on the warning placard decal.»

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Tail skid 737 что это

Это у вас во флайтсиме «такой хвостовой пяты» на 737 нет 🙂

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Гиви Иванович Гоглидзе:

Это у вас во флайтсиме «такой хвостовой пяты» на 737 нет 🙂

Есть. И на 800/900, и на прочих NG и CL. За original не ручаюсь.

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На Нордстаровских 738 точно выпускаемую пяту видел.

Сиэтл.
Не напомните чем для японцев и тайваньцев на 747 тилстрэйк закончился? (спустя N лет)
С ув.RR

Не дожидаясь начала расследования, президент авиакомпании «Джепэн эйрлайнз» Яшимото Такаги подал в отставку, а начальник технической службы «Джал» в аэропорту Ханеда сделал себе харакири.

Самолет успел налетать более 25 тысяч часов и совершить 18830 посадок. При изучении сервисных формуляров «борта» JA8119 выяснилось, что в июле 1978 года из-за ошибки пилота самолет совершил опасную посадку в аэропорту города Осака: хвост машины ударился о бетонку, и в результате возникших деформаций задний гермошпангоут треснул пополам. Под руководством приглашенных из США инженеров «Боинга» неисправность устранили, и самолет вновь вышел на линии.

Однако во время ремонта механики, вместо того чтобы соединить половинки гермошпангоута двумя рядами заклепок и усиливающей накладкой, решили обойтись всего одним рядом. Под воздействием переменных нагрузок во время цикла «взлет — посадка» металл толщиной 0, 9 см в местах сверления постепенно разрушался и в конце концов не выдержал. Перед последним рейсом самолет прошел профилактический осмотр, но никаких неполадок не обнаружили.

12 августа 1985 года на высоте 24000 футов (7200 м) задний гермошпангоут «Боинга-747» разрушился. Под большим давлением воздух из пассажирского салона со скоростью звука устремился в полости киля и руля высоты, естественно, не рассчитанные на подобные нагрузки. Спустя 15 минут после взлета над заливом Сагами лайнер лишился по меньшей мере двух третей хвостового оперения. Гидросистема полностью вышла из строя, и за 30 секунд огромный, современный, комфортабельный самолет превратился в неуправляемую 300-тонную машину. Версия об ошибке пилотов даже не возникала. Невероятное мастерство экипажа авиакомпании «Джал» заслуживает только восхищения, но «Боинг» оказался обреченным.

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Tailstrikes

Contents

Some facts, tips and news about tailstrikes on the 737.

All of the information, photographs & schematics from this website and much more is now available in a 374 page printed book or in electronic format.

*** Updated 14 Nov 2021 ***

Tailstrike Geometry (Ref FCTM)

For Classics, Flaps 1 (-300) and flaps 5 (-400) takeoffs have the least clearance. Consider using a larger flap setting for takeoffs at light gross weights. Because of the short fuselage, aft fuselage contact is unlikely in the 737-500.

For NGs, Flaps 1 and 5 (-800/900/900ER) takeoffs have the least clearance. Consider using a larger flap setting for takeoffs at light gross weights. Because of the short fuselage, aft fuselage contact is unlikely in the 737-600.

Data taken from a presentation by Boeing given in 2004

The 737-800 tailskid

The FCOM has recently added the following warning:

«CAUTION: Cartridge assembly warning placard must be checked as soon as possible after the tailstrike. The tail skid skirt faring may re-extend due to gravity as time passes resulting in a reading error on the warning placard decal.»

This photo from a 737-800 tailstrike following a bounced landing shows how far from the tailskid the fuselage contact will occur if the tailstrike is on landing.

A 737-400 tailstrike on takeoff at Cork, Jun 2016

Takeoff Risk Factors

• Usually results from using erroneous data
– Wrong weights
– Incorrect center of gravity (CG)
• Nose up mis-trim can present problems
– Normal recommended rotation rate is 2 to 3 dps
– Nose up mis-trim can rotate 5 dps or more
– Aircraft may try to fly off runway without any pilot input

An example of incorrect CofG was a Flybondi 737-800 LV-HQY RTO after tailstrike at Iguazu on 16 Jul 2018. The preliminary report showed that the although the loadsheet showed 22.2% MAC, many of the passengers sat towards the rear of the cabin resulting in a T/O CoG around 40% MAC. The aircraft pitched up shortly after T/O thrust was applied, the fuselage contacted the runway and an RTO was performed.

Note that incorrect take-off speeds due to data entry errors have been the cause of several 737 tailstrikes. A good report on a recent event was recently published by the Australian ATSB here.

Prior to departure the aircraft’s takeoff data was calculated on an electronic flight bag (EFB) using its zero fuel weight (ZFW) instead of its takeoff weight (TOW). The pilots did not crosscheck or independently calculate the data. During the takeoff the aircraft suffered a tailstrike. Despite ATC asking the pilots if they had a tailstrike, the error subsequently being noticed in the EFB and a member of the cabin crew hearing a strange noise during the take off, the tailstrike checklist was not actioned. The aircraft continued to its destination and, after landing, damage was discovered on the underside of the aircraft.

Improper rotation techniques

• Too early or too late rotation
• Too fast or too slow rotation
• Excessive rotation rate
• Excessive initial pitch attitude
• Rotation at incorrect Vr for the weight and flap setting

Effects of Improper Rotation

Improper use of the flight director

• Cannot rotate on the flight director
• Flight directors are designed to provide pitch guidance only after the aircraft is airborne, nominally passing 35 feet
• Proper rotation rate reaches 35 feet with about 15 degrees and a speed of V2 + 10 (V2 + 15 on some models)
• An aggressive rotation into the pitch bar may rotate the tail into the ground

Review of Proper Takeoff Techniques

Rotation prior to Vr

Excessive initial pitch attitude

Heavy derate/flight control abuse during gusty/crosswind conditions

A 737-400 tailstrike on landing at Moscow, Domodedovo, 23 Jul 2009

Landing Risk Factors

• Unstabilized approach
• Holding airplane off the runway in the flare
• Mis-handling of crosswinds
• Over-rotation during go-around

Note: Tail strikes on landing generally cause more damage. The tail may strike the runway before the main gear damaging the aft pressure bulkhead.

Unstablized Approach

Bounced Landings

«‘Bounced landings can occur because higher than idle power is maintained through initial touchdown, disabling the automatic speedbrake even when the speedbrakes are armed. During the resultant bounce, if the thrust levers are then retarded to idle, automatic speedbrake deployment can occur resulting in a loss of lift and nose up pitching moment which can result in a tail strike or hard landing on subsequent touchdown’»

Holding Airplane Off Runway in the Flare

• Allowing airspeed to decrease below Vref prior to landing flare resulting in high pitch attitude
• Trimming the stabilizer nose up just prior to or during landing flair
• Holding the airplane off with increasing pitch attitude in an attempt to make an extremely smooth touchdown
• Touchdown with an increasing pitch attitude
• Failure to fly nose gear onto runway immediately after main gear touchdown

Mis-handling of Crosswinds

• Crosswind landings may increase the tail strike risk, especially in gusty conditions
• To stay on glide path at high ground speeds, descent rates of 700 to 900 feet are required
• Cross controlling prior to touch down, reduces lift, increases drag, and may increase rate of descent
• Combined effects of high closure rate, shifting winds plus turbulence, can increase tail strikes

Over Rotation During Go-around

• Go-arounds initiated during flare and after a bounced landing, can cause tail strikes (eg HL7725)
• If a touchdown far down the runway is likely, consider a go-around
• Safe companies support go-arounds

Damage to a 737-800, LV-FUA, after a tailstrike on go-around. Note that the damage is forward of the tailskid (Photo: Ignacio Vittori)

Review of Proper Landing Techniques

Summary

• More tail strikes occur on landing than on takeoff
• Tail strikes are costly but can be prevented with proper training
• Tail strike awareness and training should be continuous
• Simulators can help
• Stabilize the approach by 500 feet AGL

Damage to a 737-800 tailskid after a bounced landing

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Awkward: United 737 Sits On Its Tail After Landing!

A United Airlines 737 presented onlookers with an unusual sight when it tipped up and sat on its tail, during disembarkation, last Friday.

The incident involved United Airlines flight UA2509. United apparently uses this particular flight number for chartered flights, which is what this was. Friday’s flight originated in Los Angeles (KLAX), heading to Lewiston Nez Perce County Airport (KLWS), in Idaho, USA. This airport typically sees service from regional airlines, flying the likes of CRJ200s or something smaller.

So, who charters an entire United 737, and a 737-900ER at that? In this case, it’s the USC (University of Southern California) Trojans, an American football team. The incident happened ahead of their Saturday game against Washington State University’s Cougars.

The United crew flew their 737 into Lewiston without incident. They parked normally on a stand, and disembarkation began. According to local reports, all football players left the aircraft without issues. Remaining on the aircraft was the team’s coach, football team staff and members of the United crew.

Photo: @JacdecNew via Twitter

According to some sources, United expected ground crews to attach a tail support stand on their 737. We don’t know if these would be airline crew members or airport staff, since 737s don’t visit this airport regularly. Pictures show that ground crews had removed a lot of luggage from the front luggage area of the aircraft.

Tail Support Stands And Unloading

There were no injuries from the incident. The crew ‘righted’ the aircraft and everyone disembarked safely. And perhaps just as important for the USC team, they won on Saturday. So this unusual experience of their coach’s apparently didn’t affect them! But why did it happen? And what is this “tail support stand” that this United 737 needed?

A 737 Tail Support Stand. Photo: Hall Industries Inc.

Some crews affectionately call it “the pogo stick”. When aircraft are ready to fly, they don’t need it. An airliner’s centre of gravity (CG) is always a bit forward of the wing. So if the main gear is under the wing, as in this case, the plane should sit comfortably on all of its wheels. However, during loading and unloading, things can vary quite a bit. This was the case with this United 737.

In the case of most aircraft, crews can avoid such situations with a bit of care and attention. You’ve probably had to wait when leaving the plane because someone is taking too long gathering their overhead luggage (and jacket, and duty-free bags, and…). If a few too many people near the back of the plane are stuck this way, crews will stop people near the front from leaving.

In the United 737 in Lewiston, the luggage may have also played a role. In any case, such incidents do happen from time to time. Longer aircraft need a bit more attention or a tail support stand. And the 737-900ER is rather long. Some aircraft actually incorporate a retractable “pogo stick”. Older planes with rear airstairs like the 727 didn’t need it, because the airstairs themselves effectively played this role.

The United 737 And… What About That Tail Skid?

Tail strikes like this are damaging, but not nearly as much as one during landing or takeoff. This United 737 has already flown again after this incident, to Houston (KIAH). This was most likely a positioning flight. But the plane cruised at FL390, indicating that there were no concerns regarding its pressurisation. The aircraft is a 737-924ER(WL), with registration N78448. It is just over nine and a half years old.

The tailskid’s position, Vs the tailstrike! Photo: @JacdecNew via Twitter

Finally, a small footnote. You may know that most 737 airliners these days have a tail skid, and this United 737-900ER is one of them. But if you look at the ‘tip-up’ photo a bit more closely, it looks as if the tail skid is in the wrong place! So, what is that all about? Why have a tail skid if it’s not going to be the first thing that hits the ground?

The answer is that the skid isn’t there for static incidents, like this one here. For most 737s, it works on takeoff only. Even below normal rotation speed, the wings will support enough of the plane’s weight, for the main gear suspension to extend. And this means that the tail skid WILL be the first thing to hit the ground, in this scenario.

Hopefully, United will manage to return this aircraft to revenue service soon.

Spyros Georgilidakis has degrees in Business Enterprise and Management. He has 14 years of experience in the hospitality and travel industries, along with a passion for all-things-aviation and travel logistics. He is also an experienced writer and editor for on-line publications, and a licensed professional drone pilot.

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Tail skid 737 что это

Tue Apr 29, 2008 8:40 pm

Thanks for any info.

RE: 737-900ER Tail Skid Question

Tue Apr 29, 2008 9:54 pm

The 900ER has a short field performance package. This was created originally for the 737-800 at the request of GOL so that they could land the 800 in Rio De Janeiro and Sao Paulo. The plane has ground spoilers that extend at a steeper angle and create more drag and a two position tail skid.

The two position tail skid has a hydraulic actuator which deploys from the tail skid. The hydraulic boom lowers automatically when the plane is on approach and provides extra protection against a tail strike. When the tail skid is not deployed it does look the same as the normal 800 and 900.

The difference is subtle, but you can see it if you compare the tail skid closely:

View Large View Medium Photo © Raymond Ngu

View Large View Medium Photo © Andre Oferta

RE: 737-900ER Tail Skid Question

Wed Apr 30, 2008 6:31 pm

RE: 737-900ER Tail Skid Question

Wed Apr 30, 2008 7:19 pm

RE: 737-900ER Tail Skid Question

Thu May 01, 2008 6:30 pm

RE: 737-900ER Tail Skid Question

Thu May 01, 2008 6:55 pm

RE: 737-900ER Tail Skid Question

Fri May 02, 2008 7:57 am

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