Exactly. Sometimes, the tail skid can't handle the task, and you've still got damaged airplane. But in the photo immediately to the left of that one in the yahoo results, you'll see that the tail skid is, indeed, the first object to hit the ground.
Your search results were apparently different than mine.
But in any case, in over 10 years flying 737NGs, I knew of a few tail strikes, most of which resulted in damage forward of the skid. As I understand it, in a bounce from a hard landing, the natural reaction was to try to re-flare the aircraft. However, at that point, the airspeed is too low and he aft fuselage makes contact with the runway (5+ feet ahead of the skid). The skid is most certainly not a cure-all!
I'm not sure whether we're arguing or not (kind of seems like it, but maybe we're just backing each other up?), but if you'll take note, I've said in BOTH of my posts that sometimes the tail skid doesn't prevent damaged airplane. Which is the same thing you're saying. So I think we're just repeating each other.
That said, oddly, Boeing recently decided on their 777-3ER product to remove the tail skid altogether. The weight savings outweigh the unlikely tail strikes, since the FBW system "usually" prevents a strike.
For what that's worth!
...A two-position tailskid at the rear of the aircraft. The tailskid protects longerbodied 737-800s and -900ERs against inadvertent tailstrikes during landing, which allows higher aircraft approach attitudes and lower landing speeds...
In a hard landing from a bounce, doesn't the aft fuselage actually make contact well ahead of the tail skid? IOW, the tail skid is actually more effective for take offs than landings.
No- that would completely defeat the purpose of the tail skid.
It's positioned in such a way as to be the first point of contact across multiple attitudes.
That said, sometimes it can't contain the damage wholly within itself, and you've still got damaged airplane!
The tailskid will normally provide complete protection on Takeoff.
On Landing is another matter, as the main landing gear compresses and the clearance goes away if the strut fully compresses, allowing the belly to strike the runway rather than the tailskid.
That is the crux of the argument ?
For those who may care,
United is modifying the 14 767-300ER aircraft to reconfigure them from a 3-class configuration to the new 2-class “Polaris” configuration. This modification will replace the galleys, lavatories, economy seats, and first class seats on the planes, and installs the new United décor. These aircraft will be modified over the next 18 months in HAECO Hong Kong as the 14 candidate aircraft come due for their heavy checks. During this installation, the planes will be equipped with blended winglets, NGS, and the cabin reconfiguration. Upon completion of this modification, the planes will enter revenue service as the 76A fleet code. These airplanes will also undergo the maintenance harmonization program to bring them onto the common optimized maintenance program.
The first aircraft to undergo this modification is 6444 and it is set to release back to revenue service in late August. The airplanes that will undergo this modification are 6444, 6448, 6449, 6455, 6456, 6451, 6459, 6443, 6446, 6442, 6441, 6460, 6447, 6454.
Interior Cabin Differences:
New Polaris First Class seats.
New leather B/E Economy Seats.
New carpet throughout.
Panasonic eX3 System has been installed.
New Crew terminal installed at door 1L.
New Provisional Gate to Gate switch installed on the P5 panel in the flight deck.
Crew Rest Facilities
New Flight Crew facilities installed at 1A for Pilot rest.
Flight Attendant Facilities
New Millennium seats are installed in the last two rows of Economy on the RHS of the aircraft.
They are equipped with a crew rest curtain to allow for F/A rest.
They have new décor leather surfaces and are reclining with footrests. Lavatories
New JAMCO lavatories that feature the new United Polaris décor. Brand Panels
New lighted brand panels are installed in the Polaris Business cabin.
Economy Plus Brand Plaques in Economy Plus cabin. Galleys
New Zodiac Sell Galleys that feature the new United Polaris décor.
New NTF material on the floor to match the new Polaris décor.
United Airlines has taken delivery of 14 777-300ERs from Dec 2016 through June 2017 (revenue service started in February 2017); aircraft nose number 2131 through 2144. Four additional 777-300ERs will be delivered in 2018.
• The fuselage is 33 ft. 3 in. longer than a 777-200: totaling 242 ft. 4 in.
• The wing span is 12 ft. 8 in. longer than a 777-200: wing span is 212 ft. 7 in.
• 366 passenger seats
• Additional cargo. The 777-300ER can hold an additional six LD3s in the forward cargo compartment and six additional LD3s in the aft cargo compartment.
• 207 Minute ETOPS
• Door 1 has a standard galley.
• Door 2 has a cross aisle galley (with branding panels) and also a bar unit.
• Door 4 has a cross aisle galley but is considered dry as there are no sinks / coffee makers.
• Door 5 has the large aft galley.
• Ovens are steam ovens, and Door 1 and Door 5 galley have bun warmers.
• All Lav doors with the exception of the DOT Lav at Door 2 LH have the traditional bi-fold door. The Lavs are manufactured by Jamco, and have the new branding scheme.
• Front Row Furniture (FRF) units are relatively similar to other FRF but are different p/n’s.
Off Wing Escape System
• Located at Doors 3L/R – slide inflates in aft direction to clear the wing.
• No slide bustle due to slide housed in fuselage.
• Seat count is - 60 BFirst / 102 Econ+ / 204 Economy
• Seat monitors are all HD.
• BFirst Polaris All Aisle Access seats are brand new design and manufactured by Zodiac Seats UK (ZSUK).
• Coach seats are manufactured by BE Aerospace and are in 3-4-3 layout. They are GEXX series.
• There is a large centerline closet by the flight deck and two small closets on the aisle sides of the bar unit at Door 2.
Crew Rest Facilities
• Pilot crew rest (OFCR) is located in the fwd section of the aircraft, with the entrance by Door 1L. It is an upper crew rest consisting of two bunks and two recliners.
• Flight attendant crew rest (OFAR) is located in the aft section of the aircraft, with the entrance by Door 5L. It is an upper crew rest consisting of six bunks
Ground Maneuver Camera System
• Ground maneuver camera light switch is located in the flight deck on the left wiper panel (P5).
• Equipped with 3 ground maneuver cameras, and video feed is displayed in flight deck.
• No major changes compared to 777-200.
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• Originally delivered with Inmarsat Satellite Communications (SATCOM) and High Frequency (HF) radios as primary means of long range communication in remote / oceanic regions.
• Iridium Satcom is being installed on this fleet due to plan operate in polar region where Inmarsat SATCOM coverage is unavailable (currently, 2134 and 2138 have system installed).
• Not interchangeable with 777-200, as major components were strengthened, or made larger, to handle additional weight / loads.
• Gear pin kit located in EE bay, in plastic box with translucent cover.
• 777-300ER MLG uses a hydraulic strut assembly, whereas 777-200 uses truck tilt positioner actuator.
• 777-300ER NLG has dual chambered strut instead of single chamber strut.
Fuel and Nitrogen Generation System (NGS)
• Fuel indicating: 300ER has 10 fuel quantity measuring sticks per wing; 200ER has 8 sticks.
• 300ER has 76 tank units; 200ER has 60 tank units.
• 300ER fuel tank capacity is 323,740 lbs., approx. 17,740 lbs. more than 200ER capacity.
• NGS is installed. Dangerous System, obey precautions.
• Each crew rest area has its own air conditioning control.
Engine / Cowlings
• GE90-115 – 115,300 lbs. of thrust.
• Composite fan blades.
• 128 inch fan diameter.
• Spinner is one, not two, pieces.
• Exit duct on inlet cowl is different location.
• No blow out door on these fan cowls.
• T-bolt latch (Location Number 12) to hold thrust reverser halves together is new.
777-300ER Cabin Systems Highlights
The 777-300ER will be delivered from Boeing configured with the Panasonic eX3 In-Flight Entertainment and eXconnect Broadband Systems, which streams audio and video on demand to each passenger seat and provides internet connection. Games, and other flight and United related information, are also available on demand to each passenger.
The 777-300ER will also be delivered with Gate-to-Gate WiFi, including a WiFi antenna that is powered on and transmitting all the time (including on the ground). There is a “Broadband Comm” switch in the flight deck P5 Overhead Panel that powers off the antenna during events when work may be occurring in the RF safety exclusion zone. Pilots turn this switch ON at Preflight and OFF at Parking / De-Icing.
NOTE: Current Panasonic WiFi aircraft have the antenna transmission off on the ground and automatically turned on at Weight off Wheels.
Video Control Station (VCS)
The VCS is located at Door 1R, on the outboard side of the center galley.