近期飞机擦尾这么多，且看波音大人怎么破_【飞机维修砖家】

最近擦尾事件频发★4月12日厦门航空公司B737-800/B-5302飞机执行杭州至广州航班，在广州白云机场...

最近擦尾事件频发

★

4月12日

厦门航空公司B737-800/B-5302飞机执行杭州至广州航班，在广州白云机场落地过程中机尾擦地损伤超标，构成一起“严重事故征候”。

5月7日

东航B737-800/B-5101飞机在济州落地复飞时，尾撬擦地未超手册标准，但机务漏检直到西安才发现。

5月10日

奥凯航空波音737-900ER/B-1739，降落南宁机场发现尾撬擦地，南宁机场检查跑道有擦痕。

翻出一篇波音 AERO 杂志的文章

一起学习下

Avoiding tail Strikes

www.boeing.com/boeingedge/aeromagazine

避免机尾撞击

Any airplane model can experience a tail strike. Although there are a number of reasons tail strikes occur, they can almost always be avoided. the key to avoidance is ongoing training of flight crews and an emphasis on following prescribed procedures.

各种飞机型号都可能经历机尾撞击事件。尽管发生机尾撞击的原因有很多，但它们大多是可以避免的。避免发生机尾撞击的关键措施是持续训练飞行机组并强调下述规定的程序。

By Capt. Dave Carbaugh, chief pilot, Flight operations Safety, and

Capt. linda Orlady, chief pilot, Flight technical & Safety

Because of the severe damage tail strikes can cause, they can result in millions of dollars in repair costs and lost revenue. it is even possible for a tail strike to cause pressure bulkhead failure, which can lead to structural failure. however, all of these scenarios can be prevented by providing regular training to help flight crews understand what causes tail strikes and ensuring that they follow specific standard procedures.

飞机机尾撞击会引起多种损坏，因而导致数百万美元的修理费用和盈利损失。机尾撞击甚至可能会导致耐压舱壁失效，进而引起飞机结构失效。尽管如此，只要通过向飞行机组提供定期培训来帮助他们理解导致机尾撞击的原因并确保他们遵循具体的标准程序，所有这些情况都可以避免。

Tail strikes often result from a lack of awareness of their potential on the part of flight crews. this can be mitigated by providing crews with reminders of prevention strategies on a recurring basis. it’s also important to promote discussion about tail strikes among members of the flight crew as part of takeoff and landing briefings, particularly when strong wind conditions are present.

机尾撞击通常是由飞行机组缺乏对事件发生可能性的感知造成的。这可以通过定期向机组提供预防方法的提示来避免。另外，提倡把在飞行机组成员中进行机尾撞击相关的讨论作为起飞和着陆准备会的一部分也很重要，尤其是在强风情况出现时。

Boeing conducts extensive research into the causes of tail strikes and designs solutions to prevent them, such as an improved elevator feel system. enhanced preventive measures, such as the tail strike protection feature in the boeing 787 and some 777 models, further reduce the probability of incidents.

波音对发生机尾撞击的原因进行了广泛的研究，并设计出了避免它们的解决方案，例如改进的升降舵感觉系统。一些增强的预防方法，包括787和一些777机型上的机尾撞击保护系统，进一步降低了事件发生的可能性。

this article examines tail strike causes and prevention and reviews training recommendations and preventive measures. For additional details, including information about avoiding tail strikes in gusty wind conditions, please see AERO first-quarter 2007.

本文调查机尾撞击成因及其预防措施，同时回顾飞行训练推荐及预防方法。如需其他信息，包括在阵风状态下避免机尾撞击的相关信息请参见AERO 2007一季度版。

Tail strike causes and prevention

擦尾原因与预防方法takeoffs.A number of factors increase the chance of a tail strike during takeoff, including:

起飞阶段。很多因素增加了起飞时发生机尾撞击的可能性，包括：

▍mistrimmed stabilizer.

错误的安定面配平

▍ improper rotation techniques.

抬头操作不当

▍ improper use of the flight director.

飞行指引仪使用不当

▍ rotation prior to Vr:

在达到 Vr 之前抬头：

° early rotation: too aggressive.

过早抬头：操作过猛

° early rotation: incorrect takeoff speeds.

过早抬头：不正确的起飞速度

° early rotations: especially when there is a significant difference between V1 and Vr.

过早抬头：尤其当V1和Vr有明显不同时

▍ excessive initial pitch attitude.

过大的起始俯仰角

▍ Strong gusty winds and/or strong crosswinds may cause loss of airspeed and/or a requirement for lateral flight control inputs that can deploy some flight spoilers, reducing the amount of lift generated by the airplane.

强阵风和/或强侧风可能导致空速损失，和/或因需要进行侧向飞行控制而打开一些飞行扰流板导致飞机升力减少

▍ improper weight and balance (e.g., improper loading of cargo)

不正确的载重与平衡（如货舱装载不正确）

These factors can be allayed by using proper takeoff techniques (refer to the flight operations manual for specific model information), including:

这些因素可通过使用恰当的起飞技术而缓解（参照相关机型的飞行操作手册），包括：

▍ executing normal takeoff rotation technique. For current production airplanes, the feel pressure should be the same as long as the center of gravity/weight and balance are done correctly. For most cases, there is no reason to be aggressive during rotation.

执行正常起飞抬头技术。对现有量产飞机，当重心及平衡正常配置时，感觉力应该是一样的。在多数情况下，抬头时无需过猛操作

▍ Rotating at the appropriate time. Rotating early, prior to Vr means less lift and less aft tail clearance.

在合适的时间抬头。抬头过早、在Vr 之前抬轮意味着升力不足和机尾离地距离不足

▍ Rotating at the proper rate. Do not rotate at an excessive rate or to an excessive attitude. Boeing manuals provide guidance for each model.

以合适的角速度抬头。不要用过大的角速度或以过大的姿态抬头。波音手册提供了针对每种机型的指导值

▍ Using correct takeoff V speeds. Be sure to adjust for actual thrust used and be familiar with quick reference handbook and airplane operating manual procedures for takeoff speed calculations.

使用正确的起飞V速度。确保按照真正使用的推力进行调整，熟悉快速参考手册和飞机运行手册上起飞速度计算的程序

▍ Consider using a greater flap setting to provide additional tail clearance on some models.

在某些机型上考虑使用更大的襟翼设定，从而提供额外的机尾离地距离

▍ Using the proper amount of aileron_ to maintain wings level on takeoff roll.

使用适量的副翼，以保持起飞滑跑时的机翼水平

Landings. Tail strikes on landing generally cause more damage than takeoff tail strikes because the tail may strike the runway before the main gear, damaging the aft pressure bulkhead.

着陆。着陆机尾撞击常常造成比起飞机尾撞击更大的损伤，这使由于机尾可能在主起落架接地前就撞到跑道，这会造成后承压隔框损伤。

These factors increase the chance of a tail strike during landing:

着陆过程中，下列因素会增加机尾撞击的几率：

▍ unstabilized approach

不稳定的近进

▍ Holding airplane off the runway in the flare.

平飘过程中，飞机没有接近跑道

▍ Mishandling of crosswinds.

对侧风处置不当

▍ Overrotation during go-around.

复飞时抬头过大

Following proper procedures and maintaining a stabilized approach can reduce the chance of a tail strike during landing. Additional items include:

遵循合适的程序并保持稳定进近可以降低在着陆时发生机尾撞击的可能性。其他方法包括：

▍ Fly the approach at the specified target airspeed and maintain an airspeed of Vref + 5 knot minimum to start of flare.

以特定的目标空速进行进近并在开始拉平（flare）前保持空速至少为Vref+5节

▍ The airplane should be in trim at start of flare; do not trim in the flare or after touchdown.

飞机应当在开始拉平前完成配平，不要在拉平过程中或接地后进行配平

▍ Do not prolong the flare in an attempt to achieve a perfectly smooth touchdown.

不要为了实现一次完美的平滑接地而延长拉平时间

▍ Use only the appropriate amount of rudder/aileron during crosswind approaches and landing.

在侧风进近和着陆时仅使用适量的方向舵/副翼

▍ Following main landing gear touchdown, when the pilot flying (PF) is assured that the main landing gear will remain on the runway, relax the back pressure on the control column and gently fly the nose wheel onto the runway

在主起落架接地后，当操控飞行员（PF）确认主起落架将保持在跑道上时，放松操纵杆的向后压力，轻柔地让前轮落到跑道上

▍ Do not allow pitch attitude to increase after touchdown.

不允许仰角在接地后再增加

▍ Do not attempt to use aerodynamic braking by holding the nose off the ground.

不要试图通过保持抬头姿态来进行气动减速

Sometimes the best decision for a successful approach is a go-around. It is important that the culture within the airline promote go-arounds when needed without punitive measures.

有时成功进近的最佳决策是复飞。需要在航空公司中提倡在必要时进行复飞，并不受处罚。

Training recommendations and preventive measures培训建议及预防措施Tail strikes can be prevented. The most effective means of prevention is a training program that reinforces proper takeoff and landing procedures. There are a number of steps both management and flight crews can take to help prevent tail strikes.

机尾撞击能够预防。最有效的预防措施是完成培训科目以强化适当的起飞和着陆程序。在管理及飞行机组两方面有一些步骤可用来帮助预防机尾撞击。

Management

管理层面

▍ Ensure instructors and valuators stress proper landing and takeoff techniques during all training and valuations.

在所有培训及讲评阶段，保证培训师和讲评师强调了恰当的着陆和起飞技术

▍ Make tail strike prevention part of the safety program through posters, briefings, videos, computer-based training, and other elements that are available from Boeing Field Service representatives.

使预防机尾撞击措施成为飞机安全措施的一部分，这可通过海报、简报，视频，计算机辅助训练及从波音驻场代表处获取的其他有用信息等来实现

▍ Make tail clearance measuring tools available in the simulator for all takeoffs and landings during simulator training and valuations and provide feedback to crews.

在模拟机训练及评估过程中，确保在每次起飞和着陆都使用机尾间隙测量工具并向受训飞行员反馈

▍ Use a self-measuring tail strike operational tool in the airline’s fleet (see “Flight Crew” section below).

在机队中使用自测机尾撞击操作工具（见下面 “机组” 部分）

▍ Ensure that flight operational quality assurance programs are not used as a punitive device.

保证飞行操作质量保证程序不被用做处罚工具

Flight Crew

机组

▍ Adhere to proper takeoff and landing techniques.

遵循适当的起飞和着陆技术

▍ Never assume — double-check the takeoff data, especially if something doesn’t look right. Coordinate insertion of the zero fuel weight (ZFW) in the flight management computer with another crew member. Double-check data with the load sheet. Inaccurate (i.e., low) ZFW entries have caused significant tail strikes.

从不假定-复核起飞数据，尤其在有些数据看起来不对时。在飞行管理计算机中与另一个机组程序配合录入零燃油重量 (ZFW)。使用装载表复核相关数据。不正确的 ZFW (如过低)已经造成过严重的机尾撞击

▍ Know your airplane — having an idea about the approximate takeoff and approach speeds can help catch gross errors.

了解飞机---对概略的起飞和进近速度有一定的概念能够帮助飞行员捕获明显的错误

▍ When setting airspeed bugs, ensure that the speeds make sense based on your experience.

当处置空速错误，确信按经验看相关速度设定值是合理的

▍ Be aware of the differences between models and types, especially when transitioning from other equipment. Boeing manuals contain touchdown body attitudes and tail clearance information.

对机型的差别应有意识，这在在改机型飞行时尤为重要。波音手册中包括接地机身高度及机尾间隙信息

▍ If a tail strike occurs, follow the checklist. Even if you only suspect you have had a tail strike, act as if you were positive you did.

如果发生机尾撞击，应遵循检查单。即使你仅仅是怀疑飞机发生了一次机尾撞击，也应像你确信发生了机尾撞击一样采取相应的措施

▍ Make sure that crew resource management is an integral part of training. Crews can get complacent during routine operations, yet a real threat exists, especially in strong gusty crosswinds. How the crew plans for and mitigates the threat can make the difference between a safe takeoff or landing and one that results in a tail strike. Every crew should have a plan for identifying and discussing the threat. For example:

确信机组资源管理是培训的主要内容。飞行员可能在例行飞行中自满，而一次真正的威胁却已经存在，这尤其是在有严重侧向阵风时。机组如何计划以缓解这种威胁会带来要么是一次安全的起飞或着陆或者导致一次机尾撞击两种不同的结果。每个机组成员都应该有计划来识别并讨论这一威胁。例如：

° The entire crew should review appropriate crosswind takeoff procedures and techniques for operating in strong gusty winds.

在强烈阵风条件下飞行，整个机组应该回顾恰当的侧风起飞程序和技术

° The PF should review threat strategy for the takeoff or landing with the pilot monitoring (PM).

操作飞行员(PF)应该与监控飞行员（PM）一同回顾起飞或着陆时的威胁对策

° The PM should monitor airspeed versus rotation callout to the PF and identify airspeed stagnation during the rotation phase to takeoff target pitch attitude.

监控飞行员(PM)应该监控空速对应的操作飞行员抬头操作并设别在抬头阶段到目标起飞俯仰角过程中的滞速

° During takeoff, the PM should monitor pitch rate and attitude and call out any deviations and be prepared to intervene.

在起飞阶段，监控飞行员(PM)应监控俯仰率及俯仰角并列出任何偏离并预备干预

Other approaches include a selfmonitoring tail strike analysis tool that provides a pitch report for every takeoff and landing. If the tail gets within 2 degrees of a potential tail strike, an auto printout is provided to the crew after the respective takeoff or landing. Airlines that have adopted this program have had significant drops in tail strike rates.

其他措施包括一个自监控机尾撞击分析工具提供每次起飞和着陆的俯仰报告。如果机尾达到发生一次潜在机尾撞击2度范围内，会在起飞或着陆后自动给机组打出相关信息。

Prevention and Detection measures

预防及侦测方法Boeing is actively developing tail strike prevention and detection measures. Some airplane models have additional features that help prevent or detect tail strikes:

波音正积极制定预防和侦测机尾撞击的方法。一些机型上已经采用可以帮助预防或探测机尾撞击的设备：

787 tail strike protection.During takeoff or landing, the primary flight computers calculate if a tail strike is imminent and decrease elevator deflection, if required, to reduce the potential for tail contact with the ground. Activation of tail strike protection does not provide feedback to the control column. Authority is limited so that pilot input can override its effect and rotate to tail contact attitude via additional column force. Protection does not degrade takeoff performance and is compatible with the autoland system.

787擦尾保护系统。在起飞或着陆中，主飞行计算机计算出将要发生擦尾时，如果需要时会减小升降舵偏转，以减小机尾触地的可能。擦尾保护的激活不会像控制杆提供反馈。这一功能的权限是受限的，因此飞行员输入能压制其效果并通过施加更大的驾驶杆力到达擦尾位置。保护功能不影响起飞性能，并与自动着陆系统相兼容。

787 tail strike detection system. The tail strike alert system detects ground contact which could damage the airplane pressure hull. A two-inch blade target and two proximity sensors are installed on the aft body of the airplane. The EICAS caution message TAIL STRIKE is displayed when a tail strike is detected. This indication is accompanied by a beeper and Master CAUTION light.

787擦尾探测系统。 擦尾告警系统可以探测会损坏飞机耐压壳体的触地现象。一个两英寸长的目标叶片（bladetarget）和两个接近传感器被安装到飞机的机尾。但探测到擦尾后，会显示一个TAILSTRIKE的EICAS告警信息。这个信息指示伴随有“哔哔”声和MasterCAUTION灯亮起。

777 tail strike protection. If installed, the flight control system receives input that a tail strike is imminent, and elevator deflection is decreased to reduce the potential for ground contact. Elevator deflection will not activate during a normal rotation and will not provide feedback to the control column.

777擦尾保护系统。如果安装了此系统，飞行控制系统会接收到擦尾即将发生的输入，升降偏转会被减小，以降低触地的几率。升降舵偏转不会在正常抬轮过程中被激活，也不会向操纵杆提供反馈。

777-300/-300ER semi-levered main landing gear. Because the vast majority of the weight of the airplane is borne by the lift of the wings at the time of rotation, the semi-levered gear acts as if it were pushing down like a longer gear. This allows a higher pitch attitude for the same tail clearance or more clearance for the same pitch attitude. A hydraulic strut provides the energy to provide this increased takeoff performance. Although designed to increase takeoff capability, it provides increased tail clearance for the same weight and thrust as non-equipped airplanes.

777-300/-300ER半摇臂起落架。因为飞机的绝大多数重量在抬轮时刻由机翼的升力承担，半摇臂起落架可以像一个更长的起落架一样发挥作用。这允许在保持相同的机尾间隙时使用更大的抬头姿态，或在相同的抬头姿态时具有更大的机尾间隙。液压支柱可以提供提升起飞性能的能量。尽管被设计用于增强起飞性能，与没有该装备的相同重量和推力的飞机相比，半摇臂起落架可以增加机尾间隙。

777-300/-300ER tail skid.The tail skid helps protect the pressurized part of the airplane from contact with the runway. The tail skid retracts and extends along with the landing gear and is connected to the center hydraulic system. If the tail skid position disagrees with the landing gear lever position, the EICAS advisory message TAIL SKID appears. Tail skid contact with the runway will not cause the TAIL STRIKE message to appear unless the tail strike sensor has also made contact.

777-300/-300ER尾橇。尾橇可以帮助保护飞机的耐压部分不与跑道接触。尾橇与起落架一起收放，并与中央液压系统相连。如果尾撬位置与起落架手柄位置不符，EICAS会显示TAILSKID信息。尾撬触底不会引发TAILSTRIKE信息显示，除非擦尾传感器也已经触地。

737-800/-900 tail skid.The tail skid assembly consists of a cartridge assembly, tail skid, fairing (skirt), and shoe. The fairing provides an enclosure for the actual tail skid structure. The shoe is fitted to the bottom of the fairing. The cartridge assembly consists of a crushable honeycomb material. When the tail skid strikes the runway, the skid moves upward and the honeycomb material crushes. The shoe contacts the runway in the event of an overrotation.

737-800/-900尾撬。尾撬组件由缓冲器、尾撬、整流罩和凸台组成。整流罩包围着真正的尾撬结构。凸台安装在整流罩的底部。缓冲器由可压蜂窝材料组成。当尾撬触底后，滑撬会向上移动，蜂窝材料被压坏。凸台会在抬轮过猛事件中触地。

Douglas twinjet tail bumpers.All Douglas twinjet models have tail bumpers similar to the tail skids on Boeing models.

道格拉斯双喷气机尾部保险杠。所有道格拉斯双喷气机型飞机装有尾部保险杠与波音飞机的尾撬类似。

MD-11 pitch attitude protection (PAP).The MD-11 has a PAP feature of the longitudinal stability augmentation system. Refer to the MD-11 Flight Crew Operations Manual for a detailed description.

MD-11俯仰角保护（PAP）。 MD-11飞机具有PAP纵向增稳系统。详情可参见MD-11飞机飞行操作手册。

If a Tail Strike Occurs

如果发生了机尾撞击

In the event that a tail strike occurs, the air carrier must perform. a tail skid inspection and tail strike inspection as specified in the Aircraft Maintenance Manual, chapter 5.

在发生机尾撞击时，航空公司必须按照维护手册第五章要求完成一次尾撬检查和机尾撞击检查。

Summary

总结

Tail strikes are preventable. Boeing’s recommendations for preventing tail strikes are consistent with Boeing’s philosophy of addressing operational issues through training, procedures, and technologies.

机尾撞击是可预防的。波音针对预防机尾撞击的建议与波音通过加强培训、严格执行程序并完善和提高相关飞行技术来应对运行事件的理念是一致的。

If standard recommendations are followed for all Boeing models, the chance of tail strikes is greatly reduced. Training is the key to preventing tail strikes.

如果波音的标准建议被所有机型遵循，那么发生机尾撞击的可能将大幅减少。培训是预防机尾撞击的关键。