GolfOscarDelta From India, joined Feb 2008, 169 posts, RR: 0 Posted (3 years 7 months 1 week 6 days 8 hours ago) and read 3334 times:
I was just wondering what are the mx actions taken after a tailstrike for something like a 777 or a A340 vs a 172. Do they check for structures damage on a 172 in a way similar to a 777 or do they just check for skin damage etc? Or does all of it depend on the severity of the tailstrike? e.g. what if the tailstrike pad itself was broken by the severity of the strike?
Skywatch From United States of America, joined Mar 2005, 923 posts, RR: 5 Reply 1, posted (3 years 7 months 1 week 3 days 9 hours ago) and read 3176 times:
I don't know about the larger birds, but it's usually not a big deal on the 172. The tie-down hook on the 172 is really thick, and if you look at the hooks on training or rental aircraft, the bottom of it will usually be pretty worn down, since it is the first point of contact with the ground if the plane flares too high or rotates too aggressively. You would really have to screw up big time to have skin or the elevator hit the ground in a 172. I have scraped the hook when I was learning soft-field takeoff procedure (applied power too quickly!). No big deal, just take a look at it after the flight to make sure there are no wrinkles or scrapes in the skin. In a larger transport category aircraft, a detailed inspection of the damage is usually in order after a tailstrike. I'm sure some more knowledgeable people on here will be able to enlighten you!
474218 From United States of America, joined Oct 2005, 6340 posts, RR: 9 Reply 2, posted (3 years 7 months 1 week 3 days 8 hours ago) and read 3167 times:
An inspection of the stringers, frames and the aft pressure bulkhead is required anytime there has been a tail-strike.
Stratosphere From United States of America, joined Sep 2007, 1622 posts, RR: 3 Reply 3, posted (3 years 7 months 1 week 3 days 5 hours ago) and read 3114 times:
Quoting 474218 (Reply 2): An inspection of the stringers, frames and the aft pressure bulkhead is required anytime there has been a tail-strike.
Thats true and in the case of the 777 it has a what looks like a DME antenna on the tail but it is for tailstrikes when it strikes the ground the resistance changes and give the flight deck a warning that they have had a tailstrike.
474218 From United States of America, joined Oct 2005, 6340 posts, RR: 9 Reply 4, posted (3 years 7 months 1 week 3 days 4 hours ago) and read 3110 times:
Quoting Stratosphere (Reply 3): Thats true and in the case of the 777 it has a what looks like a DME antenna on the tail but it is for tailstrikes when it strikes the ground the resistance changes and give the flight deck a warning that they have had a tailstrike.
A lot of aircraft have provisions in the aft body intended to either prevent a tail strike or lessen its consequences. However, it has been my experience that these devices where just one more thing that needed to be repaired when a tail strike occurred.
L-188 From United States of America, joined Jul 1999, 29367 posts, RR: 61 Reply 5, posted (3 years 7 months 1 week 3 days 3 hours ago) and read 3100 times:
None needed if it is a DC-3 or Cessna 185
OBAMA-WORST PRESIDENT EVER....Even SKOORB would be better.
GolfOscarDelta From India, joined Feb 2008, 169 posts, RR: 0 Reply 8, posted (3 years 7 months 1 week 2 days 13 hours ago) and read 2938 times:
Quoting Skywatch (Reply 1): You would really have to screw up big time to have skin or the elevator hit the ground in a 172
Yep the 172 i saw on the ramp a few days back had the tail skid and the tie down hook sheared off along with bits of the skin off the bottom of the rudder, the guy who had the tail strike walked off and the next guy took it back up again right away. I would assume that the rudder would be off balance or something in case the rudder was impacted at tailstrike. That got me wondering if any sort of checks were required on GA's vs. Transport Cat aircraft and the differences.
Quoting 474218 (Reply 2): An inspection of the stringers, frames and the aft pressure bulkhead is required anytime there has been a tail-strike.
Any takes on how long that takes the plane out of service? IIRC the EK A345 that has a strike in MEL was out for a few months but that was a very severe one i presume, how about other ones with "normal" tailstrikes, how long does it take for an aircraft with a tailstrike to get back into service after the checks.
Tdscanuck From Canada, joined Jan 2006, 12709 posts, RR: 80 Reply 9, posted (3 years 7 months 1 week 2 days 8 hours ago) and read 2887 times:
Quoting GolfOscarDelta (Reply 8): IIRC the EK A345 that has a strike in MEL was out for a few months but that was a very severe one i presume, how about other ones with "normal" tailstrikes, how long does it take for an aircraft with a tailstrike to get back into service after the checks.
In the EK case, most of that time would have been the repair, not the inspection. I've had a tailstrike and been back in service 10 minutes after we got to the ramp.
Dalmd88 From United States of America, joined Jul 2000, 2370 posts, RR: 15 Reply 10, posted (3 years 7 months 1 week 2 days 6 hours ago) and read 2871 times:
I know one thing, If I ever see the tailskid crushed or get a pilot write up for a possible strike, I'm going look real close at the belly for any scrapes. It would really suck to sign off a tailstrike inspection to only have the next downline station find all sorts of damage.
Pilotpip From United States of America, joined Sep 2003, 3084 posts, RR: 12 Reply 11, posted (3 years 7 months 4 days 5 hours ago) and read 2584 times:
Quoting GolfOscarDelta (Reply 8): Yep the 172 i saw on the ramp a few days back had the tail skid and the tie down hook sheared off along with bits of the skin off the bottom of the rudder, the guy who had the tail strike walked off and the next guy took it back up again right away.
Sounds like somebody needs to work on their preflight inspections a bit.
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