Actually, there have been mentions of it in the 737 Bulletins and the ASAP Newsletter and in pilot bulletins in the past. There is also information posted on the bulletin board in EWR and they are making it a point to discuss the issue during the MV/LOE...so the info is oput there, they aren't going to go public and scare the beejesus out of the flying public by making it a big issue, which it is btw, as they are averaging about one per week.

I will have to say that IMHO this is not one of Boeing's best designs. Add three inches to the struts and there would be no more tailstrikes, but the argument goes that it would have to be certified as a different aircraft, which again is BS as the 735 an 738 are the same class and catagory as the 737-8-9. Whew...

 

OK, I went back and reread the original comment about the 900 tailstrikes and realize where I got it wrong. I interpreted, incorrectly, the statement to mean the airplane at CAL lately has had a number of tailstrike issues.

Yes, there have been all those things mentioned about the airplane and how to fly it to avoid tailstrikes. I misunderstood the original post to mean "lately" and figured if it was such a big problem "lately" that we would have seen a new round of paper flying over this topic again which I haven't seen........lately.

I get in the habit on the 900/900ER to check the pitch report to make sure I am flying the thing as conservative as I hope. Luckily, when I pull up the report, I am below even what I thought I was doing. PHEW!

 

Bets on how many of the enroute alternate/emergency fields are actually put to use during the first 6-months of flying IAH-AKL? I'm betting PLENTY. The 787 airframe/avionics is going to be a beep-and-squeek nightmare for the first few airlines who take deliveries and accept "test pilot" status!

I wonder how the passengers will feel when their ergonomically wonderful seat is suddenly on the tarmac at Johnson Island for 5 days? Good waterskiing, from what I hear, but the mandatory gas mask on your bedside table will probably get some people thinking about something other than the "adventure" of the moment.

 

Interesting thread about tail strikes.

First I have over 35 years doing this stuff and mostly in Boeings. The 727 (strectch & Advanced) was and is the queen of tailstrikes and I never hit a one. Why because we rotated slow and flew the airplane into the air.

Today the B767-300 and 400 are the queens and again (tail strike less than 9 degrees body angle), never hit a one.

It's all in the technique and ya got to stop the big 3+ degree takeoff rotation rates and the big energy depleting "flares" on landing. The 727 "check and roll" works on every Boeing I have ever flown and will roll them all on nicely, yes even in the shortest runways (Orange County and JAC).

"Power checks from 100 back to 80 kias.(Not really sure what that accomplished. except an earlier alert to VR and VLOF??)"

For you and all the CAL guys and gals out there the 80 knot "thrust set" call is because the A/T system goes to hold and an abort above this activates RTO and the spoilers. So why 100knots?

 

The 100 knot call out reminds you that you are now in the high speed regime for aborts. Thus limiting aborts to fire/failure, unsafe to fly...

 

757 767 and 777 the autobrakes apply on abort above 85 knots not 80 knots. I thought the 80 knots thrust set was due to a/t to hold.

I prefer the 100 knot call but then again nobody asked me.

 

"The 100 knot call out reminds you that you are now in the high speed regime for aborts. Thus limiting aborts to fire/failure, unsafe to fly..."

And why do you think the manufacturers built in all those auto features like sound inhibits except for the most critical?

"757 767 and 777 the autobrakes apply on abort above 85 knots not 80 knots. I thought the 80 knots thrust set was due to a/t to hold"

Again. no kidding, is this a PC or something? If you want to get technical, which ones are airspeed and which are GS? Come on now by the time the 80 knot call is made (some time after 80 knots) the thrust will be in hold and the rest of the auto functions will be engaged.

The reasoning behind the 80 knot call is because the thrust will go into hold and if the pilots were slow at advancing the throttles they will not have the correct takeoff power. Additionally it is where officially the high speed regime actually starts (according to how the manufacturers designed the system) so aborting above that speed needs to be taken seriously.

And for info UAL is adopting the 100 knot call because of CAL.

 

Nope not a pc just put it out there as you mentioned it with the 80 knot call out. Was not meant as a cut to you.

I think the call out is 5 knot prior but hey who wants to get technical.

I assume many of our procedures will change over towards continental procedures as they will be running flight ops.

I wonder if their training centre is like ours where they just seem to change things for the sake of change.

 

If you have not had the "United as Professional's" Class yet this year....you'll hear all about it then.

As far as 'procedures' changes post Merger, it's already been stated as to 'how' they (flt stds) will mold the new SOP's...bits from each:
CAL/UAL Merger = "Best Practices"
-VS-
DAL/NWA Merger = "Adopt & Drop"

No need to 'fret'.....

 

I am surprised Boeing didn't put longer legs on the NG 737s. It worked for the 767-400.