UA 767-300 N641UA structural damage after hard landing (has returned to service)
Aug 2, 2023, 7:40 am
#31
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Just to clarify, the FO was NOT on OE, and the Captain was NOT a line check pilot (LCP, new UA gender neutral term for LCA).
Aug 2, 2023, 7:42 am
#32
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If you read the AV report, the FO on IOE likely did not follow the rotate procedure after TD, which apparently is a) different than other airframes, b) a known best practice technique w/ 763 landings.
If anyone subscribes even 1% to the metal fatigue theories as the root cause, please stop flying immediately. This is a structural issue, not a normal-load, repetitive-stress issue. Full stop.
If anyone subscribes even 1% to the metal fatigue theories as the root cause, please stop flying immediately. This is a structural issue, not a normal-load, repetitive-stress issue. Full stop.
And further proof that AV Report isn't accurate.
If you look upthread there is a link to the Aviation Herald story which explains what happened. It was a new 767 FO being supervised by a Line Check Airman. My bet is that the NTSB will conclude it was pilot error (new pilot on the aircraft or LCA not reacting fast enough), not a non-airworthy airframe.
Last edited by zeus2120; Aug 2, 2023 at 7:51 am
Aug 2, 2023, 9:54 am
#33
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While the airframe is old, even much newer 767s have exhibited virtually the same damage, at the same or similar stations, when they are de-rotated too aggressively (i.e. after a bounced landing) and the NLG mashes down well in excess of its normal G load. Rather than collapsing or shearing, the load from the gear is translated to the fuselage, and the failure occurs at a similar point in a number of cases. It's not terribly farfetched to posit that the same may have happened here.
Aug 2, 2023, 10:11 am
#34
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While the airframe is old, even much newer 767s have exhibited virtually the same damage, at the same or similar stations, when they are de-rotated too aggressively (i.e. after a bounced landing) and the NLG mashes down well in excess of its normal G load. Rather than collapsing or shearing, the load from the gear is translated to the fuselage, and the failure occurs at a similar point in a number of cases. It's not terribly farfetched to posit that the same may have happened here.
Aug 2, 2023, 11:01 am
#35
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Aug 2, 2023, 11:27 am
#36
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Aug 2, 2023, 12:51 pm
#37
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Metal Fatigue Life: All metal has a natural fatigue life, caused by repetitive loads that put stress and strain on the aircraft’s structure. Severe loads can further accelerate fatigue.
Much like any metal vehicle, heavy use and wear weaken aircraft over long periods. Any time an aircraft is flown, it endures fatigue.
Are You Flying an Aging Aircraft? Be Aware of Metal Fatigue.
Aug 2, 2023, 3:21 pm
#39
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Yes, metal fatigue is real. Back in the early 80's, the wing of a B-52 at Mather AFB fell off while it was being refueled improperly.
But in the case of the 767, the fuselage didn't just crumple while sitting on the ground. It happened after a very hard landing, and in the place on the fuselage where damage from a hard landing usually results. On an airplane that is notorious for hard landings if not executed precisely.
But in the case of the 767, the fuselage didn't just crumple while sitting on the ground. It happened after a very hard landing, and in the place on the fuselage where damage from a hard landing usually results. On an airplane that is notorious for hard landings if not executed precisely.
Aug 2, 2023, 4:37 pm
#41
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Aug 2, 2023, 4:57 pm
#42
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Those pictures are after UA TechOps and Boeing have begun to tear the cabin apart to evaluate the scope of the structural damage and estimate cost of repair. That's not immediately post-flight (whew!).
Aug 2, 2023, 5:04 pm
#44
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Good, as my next question was going to be why we had not heard about passenger injuries. It was operating as UA 702.
Aug 2, 2023, 5:17 pm
#45
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My thoughts exactly.