Singapore Airlines 777 interesting Landing at Munich
Discussion
I am a bit surprised that this has not been posted here yet, it happened last week. It looks like an autoland that went a bit wrong.
I thought you plane lovers might like to see the youtube clip of the incident:
http://www.youtube.com/watch?v=EK7J1HTy3XY
Sorry I dont know how to upload photos on PHs
I thought you plane lovers might like to see the youtube clip of the incident:
http://www.youtube.com/watch?v=EK7J1HTy3XY
Sorry I dont know how to upload photos on PHs
In the words of Harry Enfield, I dont believe you wanted to do that... 
The speculation doing the rounds on this one, is that the airedraft was doing an auto land in non Low Weather Minima Operations. This is routinely done for practice, as one needs to maintain LWMO currency. The potential pitfal in doing so, is thatt the localiser (the ground-based radio signal responsible for left/right guidance) is not 'protected'. During LWMO, there is a sterile area on the ground whereby no vehicles or aircraft may enter, so as to not interfere with the transmitted signals. Obviously, this causes havoc with the traffic flow, so is not used during normal operations - ie the above incident.
The auto land 'rollout' seemingly did its job by following the localizer, but, the loc was potentially disturbed by a vehicle or some such entering the protected area.
What I find interesting as a 777 driver, is that the 777 has a feature which supposedly detects these faults in landing signals, and just commands a sensible previous attitude in pitch and roll based on inertial systems - until a sensible signal returns. I'll have to check if this applies in the rollout phase (after touchdown).
Interesting stuff. Where I work, for the above reasons, we do treat a normal weather auto land as a potentially threatening event.
The auto land 'rollout' seemingly did its job by following the localizer, but, the loc was potentially disturbed by a vehicle or some such entering the protected area.
What I find interesting as a 777 driver, is that the 777 has a feature which supposedly detects these faults in landing signals, and just commands a sensible previous attitude in pitch and roll based on inertial systems - until a sensible signal returns. I'll have to check if this applies in the rollout phase (after touchdown).
Interesting stuff. Where I work, for the above reasons, we do treat a normal weather auto land as a potentially threatening event.
Mojocvh said:
Hmm did the engine out auto-rudder kick in for some reason?
It is possible, but unlikely I'd say. The system in question (Thrust Asymmetry Compensation) is deactivated when airspeed is less than 70kts on the ground, or when thrust reversers are selected. I don't know for sure, but in all likelihood, both of those criteria are/were met - looking at th picture. Also, TAC engages when one engines thrust is detected as being 10% or more in difference between the two engines. The rudder applied is proportional to the thrust asymmetry, so at idle thrust, if TAC did activate, one would presume it would be a small rudder input.FourWheelDrift said:
And looking at the other comments he's posted on youtube non-PH related it's clear as to why he would have been thrown off here.
Just out of interest, could that kind of thing be induced by applying the brakes on one side?
nah, he made a perfect landing......just 25 feet to the left, overcorrected and ended up on the opposite sideJust out of interest, could that kind of thing be induced by applying the brakes on one side?
I recon that effectively "signs off" the undercarrige over load design case............. ;-)
Looking at the skid marks, there must have been some quite large lateral loads imposed on the main gear ?
I guess we would have to know the planes TAS during the event to understand how much of the planes mass was supported by the gear and how much by the wings during that swerve?
Looking at the skid marks, there must have been some quite large lateral loads imposed on the main gear ?
I guess we would have to know the planes TAS during the event to understand how much of the planes mass was supported by the gear and how much by the wings during that swerve?
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