27 February 2007

Hard Landing

Adam Air hit the headlines again last week and again it was for all the wrong reasons.
If you recall, we had one who flew without navigation back in Feb 2006 . Then it was a horrific crash last month killing 102 people on board.

And now we have one who did a "hard landing" but were lucky to escape without suffering any fatalities. The plane itself didn't fare so well as it was bent all out of shape as a result of the impact.

Now before everybody start the witchhunt and burn Adam Air on the stake, I have to say this. It is unfair to single out Adam Air for crucifiction. AFP was quoted as saying "Public and private Indonesian airlines have been repeatedly criticised over their poor safety records, repeated delays and bad management." It just so happened that Adam Air is the unfortunate one to get caught with its pants around its ankles.

I think this plane write-off liao. Probably take it apart to salvage for spare parts. Either that or quickly repair it with a fresh coat of paint then diam diam sell to some SpitLand airline.

Speaking of SpitLand airlines, HiaoAuntie showed me this blog entry by Cocka Doodle where Spitland pilots ngeh ngeh flew a non-air-worthy plane all the way to Germany, even if it meant using seat belt extension to hold the engine fan blades together.

Wah lao.... win liao.

Anyway, as I had done so earlier, it's time to update Adam Air's logo again.
- Voxeros

1. Jaslyn left...
Tuesday, 27 February 2007 1:10 pm ::
Hahahah.. Love the tagline! U know my friend shoots for Adam Air and they gave him 1yr free ticket. He dont dare to take! hahahah

2. JayWalk left...
Tuesday, 27 February 2007 3:34 pm :: 
Jaslyn: Yeah. You mentioned that before. Tell him don't scared lah. Adam Air won't crash one. They just land damn hard only. LOL.

3. akk left...
Tuesday, 27 February 2007 5:35 pm
it should be 'we land damn hard, but at least it din crash this time.'

4. JayWalk left...
Tuesday, 27 February 2007 6:05 pm :: 
Akk: How about this?
"We didn't land hard. The ground rise up faster than we expected."

5. ihawk98 left...
Wednesday, 28 February 2007 1:59 pm
Adam Air pilots need to review this: B737 Landing Technique During intermediate approach - before glideslope capture

  • Speed is controlled by pitch
  • Rate of descent is controlled by thrust
During final approach - after glideslope capture

  • Speed is controlled by thrust
  • Rate of descent is controlled by pitch
Pitch & Power Settings on Final Approach

  • Use 5deg nose up for initial flap settings.
  • Use 2.5deg nose up for flap 30.
  • For flap 30, start with 55% N1, then adjust as required.
Stabilise the aircraft at the selected approach speed with a constant RoD between approx 600 to 800 fpm on a desired glide path, in trim.

Descent rates above 1000fpm should be avoided. Visual Aiming Point

Aim for the aiming point markers or your desired gear touchdown point if no markers are available. Now adjust the final approach glide path until the selected point is stationary in relation to the aircraft. ie it does appear to move up or down the windscreen.

The approach lights & runway centerline should run between your legs until touchdown, then keep the centerline running down your inside leg. Flare and Touchdown

After the threshold goes out of sight under the nose, shift the visual sighting point to a point approximately 3/4 down the runway while maintaining descent, this will assist in determining the flare point. Initiate the flare when the main gear is approx 15 feet above the runway by increasing the pitch attitude by about 3deg and smoothly bring the thrust levers back to idle. Do not float, but fly the aircraft onto the runway and accomplish the landing roll procedure. Instructors Notes

  • The importance & necessity of achieving a stabilised approach.
  • Use of all available clues - visual and instrument.
  • Do not wait until "Decision" before taking in the visual picture.
  • Below 200ft, the landing is primarily a visual manoeuvre backed up by instruments.
  • The best way to judge the flare near the ground, is to fix your eyes on a point near the far end of the runway.
  • A firm landing in the TDZ is a good one, a smooth landing outside the TDZ is bad - despite any comments from the cabin crew.

6. JayWalk left...
Wednesday, 28 February 2007 2:38 pm ::
ihawk98: I was told by a commercial pilot friend that landings during wet weather tend to be harder. He said that this is deliberate in order for the wheels to be able to squeeze out all the water underneath. That way, the wheels can gain traction with the runway and not slide off, hence compromising control.

7. ihawk98 left...
Wednesday, 28 February 2007 2:50 pm
Jaywalk: An aviation enthusiast also told me that the 737 (nicknamed the Pig) typically lands harder because at landing speed, the wingspan and flaps are not broad enough to provide the lift needed to land softer. Who knows...

8. JayWalk left...
Wednesday, 28 February 2007 9:54 pm :: 
Ihawk98: I wasn't aware that the B737 was nicknamed the pig too. All along I thought that Pig was the nickname of the F111 military fighter jet.

9. ihawk98 left...
Thursday, 1 March 2007 1:13 pm
Jaywalk: actually, the B737 has many nicknames, Pig being one of them only. Here they are: B737: Tin mouse, Maggot, Pocket Rocket Socket, FLUF (Fat Little Ugly F**cker), Light Twin, Baby Boeing, Fat Freddy, Guppy, Pig, Bobby (BOeing BaBY).

10. JayWalk left...
Thursday, 1 March 2007 1:25 pm ::
Ihawk98: I think I read it somewhere that the Airbus 319 is nicknamed the Minibus. Cute!

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