Randyb1
Member
Korean 747 Extreme landing
I guess any landing you can walk away from ???
I guess any landing you can walk away from ???
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Korean Airline
- Thread starter Randyb1
- Start date
Brickhouse
J.C. Newman owes me royalties.
Holy shizte, that's some manuevering of a 747, lol.
bilder
Active Member
Couple years ago a Korean Airliner took off from Anchorage......using the taxi way instead of the runway!!!
Thank God it was a cold night or they would have crashed.
Thank God it was a cold night or they would have crashed.
Smoking Mex
Fuma Lo Que Te Gusta
X2! :0
Treamayne
On the run...
That landing actually looked very well executed, and it is a proper crosswind landing. Gives me much more faith in their pilots. If they had tried a basic centerline landing in those types of crosswinds, the whole plane could have ended up in the water you see off to the right.
PSTAN
Active Member
That is wild to watch! I would have hated to be a person with a window view while landing 
NullSmurf
Das Bruce
hey, he got it between the dotted lines! You just need to watch to make sure your flight path isn't near Russian air space. I want Shooter to weigh in on this one.
Zeebra
Daddy still loves Padrón!
I highly recommend Cathay Pacific for the hot asian stewardesses they have on board. That was the best flight I've ever taken. :thumbs:
PetersCreek
Codger-in-training
That case was investigated by our office...and it was a China Air flight. It was indeed a close one. Their main gear actually clipped a snow berm at the end of the taxiway. A few inches lower and we might've been fishing 'em out of the icy waters of Cook Inlet.
PuroEsq
The Member Formerly Known as "JAEwing"
Treamayne
On the run...
Colder air is denser and provides more lift. In hot weather, all aircraft must increase their Take off rolls and speeds to achieve the lift required for flight.
-K-
Yeah what he said!
PetersCreek
Codger-in-training
Cold air is denser and therefore provides more lift at a given airspeed than does warm air. In hot climes, it can make a pretty significant distance in how heavy a plane can be at takeoff...especially on the shorter runways.
The China Air flight, if memory serves, was pretty heavy at takeoff but I just don't remember if air density was a factor in the incident. Considering that they left tire ruts a few inches deep in the snow berm, it could have been. But if the plane had ditched, no one would have been thankful for the cold weather. That makes for a pretty high pucker factor.
Edited to add: Damn! Beat to the punch again.
The China Air flight, if memory serves, was pretty heavy at takeoff but I just don't remember if air density was a factor in the incident. Considering that they left tire ruts a few inches deep in the snow berm, it could have been. But if the plane had ditched, no one would have been thankful for the cold weather. That makes for a pretty high pucker factor.
Edited to add: Damn! Beat to the punch again.
PuroEsq
The Member Formerly Known as "JAEwing"
You learn something new every day!
Thanks.
Thanks.
Shooter
Living life on the heavies.
I hate to arm chair quarter back but:
Yea that guy almost had a perfect landing except for the fact he didn't keep his crosswind side wing low, transferring some lift into the wind. Basically using the lift generated by the wings against the wind. Kinda hard to describe it in words. Since I can't draw it. Imagine the plane in straight and level flight, "Lift" points straight to the sky "lifting the airplane" Now in a cross wind landing right before touch down you should shift from "Crabbing" (what he was doing first, hence he looked like he was going to land at an angle) to your nose pointing down the run way. When you point your nose down the runway you have nothing to counteract the winds, unless you roll into the wind "Pointing" some of your vertical lift at the wind. Make sense????
Another reason you dip your wing is to prevent the cross wind from getting under your wing and flipping you over. There is a plane (I forget which) that can land while it is "Crabbing" the landing gear rotates and you don't land pointing straight down the runway. The plane aligns itself after landing.
As far as cold air and airplanes. Cold air is denser providing many benefits. One the denser the air the more air molecules running over the wings providing more lift and more molecules running through the engines providing more oxygen to burn and more power. Air speed is relative to density, hence someone saying longer takeoffs, for planes in a warm climate. You have to travel faster through the air to get the same amount of molecules running over your wings than you do in colder air.
Another point when a jet is traveling at high altitude the air speed might read 250 but we are going close to 500, why you ask.
Well once again air is thinner at altitude. The plane must travel at a relative 250 knots through the air to maintain lift. Since the since the air is thinner, our "ground speed" is close to 500 because the the plane has to be moving faster through the thin air to get the same air molecules flowing over it as it would at a lower much denser air.
Now since the air at a lower altitude is thicker, we must assume the plane feels that effect. So in a nut shell we will burn more fuel, due to more oxygen, ,plus we need more power cause the air is thicker. So we fly high, go faster, burn less fuel all because the thickness of the air.
Down low the plane feels like it is flying through molasses.
Yea that guy almost had a perfect landing except for the fact he didn't keep his crosswind side wing low, transferring some lift into the wind. Basically using the lift generated by the wings against the wind. Kinda hard to describe it in words. Since I can't draw it. Imagine the plane in straight and level flight, "Lift" points straight to the sky "lifting the airplane" Now in a cross wind landing right before touch down you should shift from "Crabbing" (what he was doing first, hence he looked like he was going to land at an angle) to your nose pointing down the run way. When you point your nose down the runway you have nothing to counteract the winds, unless you roll into the wind "Pointing" some of your vertical lift at the wind. Make sense????
Another reason you dip your wing is to prevent the cross wind from getting under your wing and flipping you over. There is a plane (I forget which) that can land while it is "Crabbing" the landing gear rotates and you don't land pointing straight down the runway. The plane aligns itself after landing.
As far as cold air and airplanes. Cold air is denser providing many benefits. One the denser the air the more air molecules running over the wings providing more lift and more molecules running through the engines providing more oxygen to burn and more power. Air speed is relative to density, hence someone saying longer takeoffs, for planes in a warm climate. You have to travel faster through the air to get the same amount of molecules running over your wings than you do in colder air.
Another point when a jet is traveling at high altitude the air speed might read 250 but we are going close to 500, why you ask.
Well once again air is thinner at altitude. The plane must travel at a relative 250 knots through the air to maintain lift. Since the since the air is thinner, our "ground speed" is close to 500 because the the plane has to be moving faster through the thin air to get the same air molecules flowing over it as it would at a lower much denser air.
Now since the air at a lower altitude is thicker, we must assume the plane feels that effect. So in a nut shell we will burn more fuel, due to more oxygen, ,plus we need more power cause the air is thicker. So we fly high, go faster, burn less fuel all because the thickness of the air.
Down low the plane feels like it is flying through molasses.
Nice_Ashh
New Member
Anway you shake it, I am aure those on board are glad the pilot got it down in one piece...I can not imagine looking out the window of a plane while that is happening :0 .
Treamayne
On the run...
What shooter is describing are the different airspeeds used by pilots and aircrews. Defined (for those who care) they are as follows:
Knot: Nautical Miles (6080.2 miles vs 5280) per hour
Ground Speed: speed of the aircraft relative to the ground rather than through the air, which can itself be moving.
Indicated Airspeed KIAS (" Indicated "): airspeed indicator reading (ASIR) corrected only for instrument error. An airspeed indicator is a differential pressure gauge with the pressure reading expressed in units of speed, rather than pressure. The airspeed is derived from the difference between the total pressure and the static air pressure.
Calibtrated Airspeed KTAS (" Indicated "): indicated airspeed corrected for position error and installation errors.
Equivalent Airspeed KTAS (" Indicated "): calibrated airspeed corrected for error due to air compressibility which arises at high altitudes and mach numbers. Under standard sea level conditions EAS is the same as CAS.
True Airspeed KTAS (Knots True Airspeed): true speed of the aircraft relative to the air. It differs from the equivalent airspeed because the airspeed indicator is calibrated at SL,ISA conditions, where the air density is 1.225 kg/m³ , whereas the air density in flight normally differs from this value.
A good example is trans continental or transoceanic flight - flying West will almost always take langer than Flying East because the winds will either increase your relative ground speed or slow it, despite the aircraft traveling at the same True aispeed in each direction.
The pilots, navs and engineers have all kinds of nifty charts to determine take-off and landing roll distance at any given airfield with any given weight and temperature, not to mention more charts to determine service ceilings at specific temeratures and weights to ensure you don't fly so high that the air is too thin to provide sufficient lift and oxygen (for jets, not props) and the aircraft will stall.
I've looked out the window on much worse landings, but I can guess that a career aircrew member would have a much worse time digesting what they are seeing (or what might egress their digestive system).
-K-