HazCan

1.1 G is hard? Aren't we all sitting here at 1G anyhow? The 7.5 sounded like a lot of pitch to me too, then again I have no experience in that jet.

MaydayMark

I can remember in my early MD-11 days, the MD would sometimes pitch up dramatically when the spoilers deployed. I always assumed it had to do with a change in the Center of Lift as the spoilers deployed. The "problem" seems to have totally gone away after the LSAS (?) software changes after the EWR incident.

iarapilot

I notice that a lot on the Bus. Quick rotation to 20 nose up. I dont know what the rush is. If we had pax in the back, they would probably be a little uncomfortable!

Jetjok

OK, I know this is going to sound harsh, and maybe it's meant to be that way, but would guys PLEASE, please, take better care of that damn equipment. I need the company to remain viable, at least for the next 20 years or so. There's got to be something wrong with the training at FedEx. Either that or we've got the market cornered on lousy landing pilots. We never seem to have trouble with takeoffs. Maybe we should identify those pilots with above average landing skills and only let them land the jet, while at the same time identifying those who have superior takeoff skills and only let them do that. Now that would cause some major grief with scheduling. It would make the over 60/under 60 international scheduling issue seem like a walk in the park.

JJ

Beaverdam

[QUOTE=PurpleTail;605529]• Crewmember was current and qualified with multiple landings over the
last 90 days
• The aircraft was airworthy and loaded within CG
• The weather was clear and winds calm
• The crew was hand flying with the flaps at 25
• The aircraft touched down at 1.1 G with the pitch at 7.5 degrees
• When the spoilers deployed, the aircraft pitched up almost 4 degrees
• The tail strike occurred with 11.25 degrees nose up pitch


It would be nice if FedEx would publish at least this many details on the NRT crash

Busboy

I don't think the Japanese will let them.

FedExBusBoy

[QUOTE=Beaverdam;605599]It would also be nice if you clowns wouldn't post all the dirty laundry for everyone to see..............

BeenThere

At CAL we use flaps 15 for takeoff on both aircraft almost always, and flaps 30 for landing unless it's gusty, then flaps 25. We started out with flaps 20 for takeoff on the 757 and rarely got a tail, but went to 15 to standardize with the 767. Tail strikes went up so we got more emphasis in training, threading the fine line between pitch limits, tire, and flap speed limits on MGW takeoffs. Also, our 75's have Rolls 41k+ thrust engines, which makes a difference. Pitch limits takeoff/landing for the 752 and 762 are about 13 & 10, 753 and 764 are 9.5 & 8.0.

Spoiler deployment on landing will change the pitch a bit but the normal landing attitude is only 3-4 deg. The secret is to touch down at Vref + adds. If it take power to maintain that speed, so be it. Most of our strikes have been on landing with aircraft below Vref. A good way to learn is to sit thru a couple of autolandings and the airplane will teach you how it should be done.

757upspilot

We use 15 for takeoff and 30 for landing unless performance dictates flaps 5 for take off. Flaps 20 for single engine approach. Rapidly rotating a heavy airplane increases the potential for the tail strike. If I recall correctly, and I may not, tail strikes on take off have occurred after the mains are off the pavement.
Boeing offered a tail skid option on the 757, looks like should have made it standard equipment.

LivingInMEM

I jumpseated on the Bus the other day and definitely noticed the rotation rate on t/o, looking through the small windows from the j/s. I didn't expect a tailstrike, but it caught my attention.