Rough landings?.
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In the past 12 months or more I've noted how smooth aircraft landings in the big planes have become. Sometimes I've been hard pressed to notice the touchdown. However yesterday I took a 737 (QF) to MEL and a 767 back to SYD and both landings were loud and rough. Not an unbalanced one wheel hitting after the other type rough but just a loud bang and jolt as we hit the ground each time. Most people noticed!
Wondering if anyone else has had this experience lately and whether some new technology has improved landings in general (except these two!)
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Don't forget, they still have to "break" the "vacumn" to get out of the air and onto the ground (I am sure a technocrat will correct my explanation), so should expect a bump. A lot also depends on conditions, cross winds, etc at the time.
Some runways, like MNL are bumpy already, which doeasn't help!
Member of: AA Exec Plat; QF LTG; PC Plat; HHonors Gold
Posts: 10,055
And if you happen be on an aircraft that doing an auto-land, you will notice the bump! Both pilots and aircraft have to perform auto-land operations on a regular basis to ensure they remain accredited to do so in weather conditions that require it. So from time to time an auto-land will be undertaken in good weather conditions to ensure either pilot or aircraft remains current.
-correction, not about auto land, more about "Rough Landings".
The 146's were really smooth in this regard; many time the only indcation of touch down was a vibration though the fueslage as the wheels started rolling along the runway.
Member of: AA Exec Plat; QF LTG; PC Plat; HHonors Gold
Posts: 10,055
Quote:
Originally Posted by serfty
The 146's were really smooth in this regard; many time the only indcation of touch down was a vibration though the fueslage as the wheels started rolling along the runway.
Don't know if I have ever experienced an auto-land in a 146. I didn't know they were certified for it, but really don't know much about them.
I did once have the pleasure of sitting in the flight deck of a QF 744 for an Autoland (into LAX). Initially the weather conditions were such that it was going to be a normal pilot-in-control type landing, but the clouds lifted and the captain radioed ATC to inform them he was going to do an auto-land (at least the aircraft was). He explained that when they boarded the aircraft, the records had indicated that this particular aircraft was going to lose its currency certification for auto-land soon, so he was relieved when the clouds lifted. Such tests need to be carried out in VFR conditions so the pilots can monitor and take over at any time if the computers are not doing it right.
The captain explained there are only a few airports around the world where they do the auto-land tests do to having the right category of ground equip for full auto-land capability. So if they were unable to do it that time at LAX, it would be possible that the aircraft would not be in a position to test again before its currency expired and that would mean they could not auto-land under weather/visibility conditions that may require it, and would have to divert to another airport with full auto-land was not required. Unfortunately, none of the Australian airports have the right equipment for full auto-lands in zero visibility (Cat III). Not sure what is in place in SYD and MEL and if they can be used for the aircraft currency testing???
It was a very interesting experience watching the controls, including yoke and thrust levers, moving themselves as the aircraft landed. I think the engine reverse thrust was still done manually, but wheel breaking is automatic. The captain lines it up on the ILS and then hit the button for the computer to take over, then sat back and watched.
Remember that list of pilot's complaints and the corresponding engineer's comments? It was an email a few years back (post it if you have it someone!) One pilot comment was:
"Auto-land is exceedingly rough." To which the engineer replied:
"Auto-land not fitted on this aircraft"
Quick google...
Found it!
Quote:
These are some entries from aircraft snag sheets.
This is where the pilots write down any problems they find with the aircraft and the engineers repair it and write down what the problem was and what was done about it.
( P = Pilot )
( E = Engineer )
P: Left inside tyre almost needs replacing
E: Almost replaced left inside tyre
P: Test flight OK but auto-landing system very rough
E: Auto-landing not installed on this aircraft
P: Something loose in cockpit
E: Something tightened in cockpit
P: Evidence of leak on right landing gear
E: Evidence removed
P: Number 3 engine missing
E: Number 3 engine found on right wing after brief search
P: Aircraft handles funny
E: Aircraft warned to straighten up, fly right and be serious
It was a very interesting experience watching the controls, including yoke and thrust levers, moving themselves as the aircraft landed. I think the engine reverse thrust was still done manually, but wheel breaking is automatic. The captain lines it up on the ILS and then hit the button for the computer to take over, then sat back and watched.
This is the same as any ILS performed by the flight director (which is nearly all approaches these days) just that the a/c is left on auto through the "Decision Height"
I sat through one such landing at LAX on a Pan Am 74? in 1982. The Captain pre warned the pax that it would be an auto landing and that they (the pilots) would be following through on the flight controls in the event that there was a problem. After landing the Captain came back on the PA and said something to the effect that anyone looking out the windows would have noticed that the auto landing didn't really go to plan and that the pilots had taken over.
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