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Boeing 737 MAX+

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Re: Boeing 737 MAX+

Postby Paphitis » Sat Nov 16, 2019 8:36 am

Kikapu wrote:
repulsewarrior wrote:Dubai Air Show; list of aircraft present:

https://www.dubaiairshow.aero/aircraft-list

I didn’t know that Boeing is already out of business! :wink:
Hardly any representation by Boeing at this airshow. :?


Many of the big guns are not there.

Lockheed Martin are not there and the same with General Dynamics.

I know Boeing a running against the clock to announce the 797 and they want to do that in Paris.

That is the so called single pilot airliner which will be illegal to operate as Single Pilot.
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Re: Boeing 737 MAX+

Postby Paphitis » Sat Nov 16, 2019 8:54 am

Things go wrong in aviation all the time.

We had a hairline fracture discovered in one of our aircraft during a routine spar inspection as part of the mandatory cyclic maintenance program.

The aircraft was repaired. I had to fly it recently.

Fractures occur in all aircraft and we have all travelled in aircraft that have had them.

During the last week I had a tyre blow out when landing in Canberra. There was a 25 knot crosswind from the right and the outermost tyre of the right bogey just melted. It was the wheel that touched first in a text book crosswind landing which was near perfect. The crosswind was barely within the aircraft’s demonstrated crosswind limit.

Not all our landings are perfect. We get it wrong sometimes and I have done some rippers in my time. I have also had blow outs before as well but this one was unusual.

The very next day, with a different crew but same aircraft type, we had another blow out but this time there was no crosswind at all. So a full investigation is underway. We haven’t had a blow out in 10 years on this type and all of a sudden 2 in 2 days.

Oh well. It’s all good fun. :D
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Re: Boeing 737 MAX+

Postby Kikapu » Sun Nov 17, 2019 11:36 pm

Paphitis wrote:During the last week I had a tyre blow out when landing in Canberra. There was a 25 knot crosswind from the right and the outermost tyre of the right bogey just melted. It was the wheel that touched first in a text book crosswind landing which was near perfect. The crosswind was barely within the aircraft’s demonstrated crosswind limit. D

Is that because you kept the right rudder just a little bit too long while crabbing into the wind and slightly turning to the right to try to keep the wings level, causing in making a hard landing on the outside right wheel of the main landing gear causing the blow-out? Had you eased up on the right rudder just before landing so to align the aircraft straight on the enter line, you would have landed on all the wheels of the main landing gear and perhaps avoiding a blow-out, no?

Just thinking out loud, that’s all!
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Re: Boeing 737 MAX+

Postby Paphitis » Mon Nov 18, 2019 12:22 am

Kikapu wrote:
Paphitis wrote:During the last week I had a tyre blow out when landing in Canberra. There was a 25 knot crosswind from the right and the outermost tyre of the right bogey just melted. It was the wheel that touched first in a text book crosswind landing which was near perfect. The crosswind was barely within the aircraft’s demonstrated crosswind limit. D

Is that because you kept the right rudder just a little bit too long while crabbing into the wind and slightly turning to the right to try to keep the wings level, causing in making a hard landing on the outside right wheel of the main landing gear causing the blow-out? Had you eased up on the right rudder just before landing so to align the aircraft straight on the enter line, you would have landed on all the wheels of the main landing gear and perhaps avoiding a blow-out, no?

Just thinking out loud, that’s all!


There was no hard landing. Outer tyre of the right bogey touched first, then the inner tyre and maybe a second later, the left bogey touched, then the nose wheel a couple of seconds after that.

We had to make a safety report, and all crew rated the landing as pretty much a perfect text book cross wind landing. Yes we had to crab in with into wind drift. Winds on short final were about 50 knots from the right. Over the piano keys, the aircraft was straightened with left rudder, then right aileron was used to keep the aircraft straight because of the cross wind and then slightly more aileron to dip the right wing down slightly so that the right bogey will touch first. No braking at all at this point. Touch Down was at the Touch Down Marker 300 m after the piano keys where the PAPI lights are and near the ILS Mast where the Glide Slope aims us.

Once the right bogey touched, the right aileron was reduced resulted in left bogey touching. Still no braking.

Nose wheel was held off for a bit then lowered. Once aircraft was on the runway and stable, reverse thrust was applied to slow down to then braking.

The landing was a good landing and the FO even said "how the hell did you do that?"

Then when we walked around, we saw the damage and were scratching our heads.

They are still investigating but in light of the second incident the very next day, this time on a calm day with only a slight headwind. they are leaning towards some kind of mechanical failure in both scenarios with the cross wind being a factor in my blow out simply because there was a cross wind and they can't rule out a wheel lock up.

The point is, Aviation never ceases to amaze me. just when you think you have seen it all and there is nothing that can surprise you, something like 2 blow outs occur in 2 days. The statistics on that are amazing.
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