![Alaska SNA [MLG Failure]](/iconimages/safety/alaska-sna-mlg-failure_ltr.gif)
Alaska SNA [MLG Failure]
08-22-2023, 11:04 AM
#21
Ignoring; John Burke.
Joined APC: Jul 2022
Position: Wandering
Posts: 193
This didn’t look hard enough to cause that damage, unless there were prior damage or corrosion. I believe that is what they find when they investigate, and no more than about 400fpm on touchdown.
They can pull that very easily from the computer on any post 1997 Boeing.
They can pull that very easily from the computer on any post 1997 Boeing.
08-22-2023, 11:18 AM
#22
Gets Weekends Off
Joined APC: May 2016
Position: 737 tiller master
Posts: 288
Originally Posted by at6d
Curious. At WN our FO’s do the landings at SNA normally because the captains do our outdated noise abatement takeoffs there.
Does Alaska have any of this?
Regarding a flare, the 737-800 at flaps 40 requires very little flare.
It will be interesting to see the data when it comes out.
Does Alaska have any of this?
Regarding a flare, the 737-800 at flaps 40 requires very little flare.
It will be interesting to see the data when it comes out.
08-22-2023, 11:33 AM
#23
Gets Weekends Off
Joined APC: Nov 2022
Posts: 240
Originally Posted by TiredSoul
Yeah we all know how good the MAX is.
Do they even call it that or did they have to change the name?
Do they even call it that or did they have to change the name?
Ever flown a MAX or just taking anonymous internet potshots?
08-22-2023, 11:42 AM
#24
Gets Weekends Off
Joined APC: Feb 2010
Posts: 2,278
I don’t know why people are saying that it looked normal. That looked like a very hard landing to me. There’s a point where the landing is so hard, it might seem normal but that’s because it has so much downward momentum that it doesn’t even bounce. The gear fully compressed and even the rebound force from the struts doesn’t have enough force to push it back in the air. The fact that people shout and scream on touchdown tells you how hard that was. That’s not normal to have people scream on landing.
08-22-2023, 11:48 AM
#25
Strike averted!
Joined APC: Mar 2015
Position: B737
Posts: 3,643
Originally Posted by Arctichicken
We stopped doing the noise abatement departures a long time ago. In regards to flaps 40 landings in the -800, I find that it requires a more aggressive flare but it also depends on how you land the aircraft. If you like to drive it in with the power up, then obviously you won't need to flare much.
08-22-2023, 11:54 AM
#26
Gets Weekends Off
Joined APC: May 2016
Position: 737 tiller master
Posts: 288
Originally Posted by hopp
This didn’t look hard enough to cause that damage, unless there were prior damage or corrosion. I believe that is what they find when they investigate, and no more than about 400fpm on touchdown.
They can pull that very easily from the computer on any post 1997 Boeing.
They can pull that very easily from the computer on any post 1997 Boeing.
08-22-2023, 11:54 AM
#27
Gets Weekends Off
Joined APC: Feb 2008
Posts: 19,273
Originally Posted by Avgeek7248
To me the landing just looked like they did a minimal flare/no flare from the video. Hard to tell with it being night. In the event they had a high wind additive, flaps 40, with no flare that's what a 1,000-1,500 fpm descent at touchdown/impact? The 73 is one tough machine and Idk what that descent rate translates to in G force but it doesn't seem like enough to send the MLG through the entire wing like that. Possible windshear with the weather present that day. Curious to see the data and what is found. I'm just glad everyone is okay.
08-22-2023, 12:02 PM
#28
Gets Weekends Off
Joined APC: May 2016
Position: 737 tiller master
Posts: 288
Originally Posted by at6d
I never land with power above idle. Why do people do this? I’ve flown the 300, 500, 700, 800, and MAX8–the first three can be flared like a C152.
Last edited by Arctichicken; 08-22-2023 at 12:16 PM.
08-22-2023, 12:11 PM
#29
Gets Weekends Off
Joined APC: Feb 2015
Posts: 986
Originally Posted by sailingfun
Rate of decent on an approach is purely a function of ground speed and the glideslope angle. Flaps only change that if they change the approach speed. Generally more flaps equals a reduced speed that would correspond to a reduced required rate of decent. At 130 knots groundspeed a 3 degree glideslope requires about 650 FPM rate of decent. Easy rule of thumb for cross check is groundspeed times 5 equals rate of decent for a standard 3 degree glideslope. 1000 to 1500 is outside stabilized approach criteria and would require a go around. Transport category aircraft are normally required to withstand a 600 FPM touchdown with no side loads for certification purposes. Your mileage might very on an older airframe with a touch of side loading. I can attest as can any carrier pilot that a 700 FPM touchdown is very firm!
08-22-2023, 12:16 PM
#30
Gets Weekends Off
Joined APC: Feb 2008
Posts: 19,273
Originally Posted by PNWFlyer
you left out “in the level attitude” in addition to no side loading and at the Max lading weight. It is 6 fps at design takeoff weight. Part 25 sub part C. 25.473 “Landing load conditions and assumptions.”
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