Takeoff and landing together do not account for a large proportion of the entire flight time, but it is the most likely to occur in accidents compared to other parts. Between takeoff and landing, landing is the most dangerous.
Why is landing more dangerous than taking off? There may be several reasons. The speed is slow during takeoff, accelerated by the thrust of the engine; there is already a speed at landing, and it will accelerate due to the effect of gravity. Takeoff is usually leaving the ground, and landing is usually moving toward the ground. One major difference is that the takeoff takes place at the beginning of the flight, and the pilot rests better. The landing takes place at the end of the flight, and the pilot feels tired, tired and complacent. The action of landing may not be more dangerous than the action of taking off, but it occurs when the pilot has the least rest and may be the least alert.
So, how to avoid these risks? Please look down!
01 Direct sunlight landing
NTSB Number: LAX91FA012, , CA , Goleta
The pilot was guided by ATC into the fourth side of the left landing route and landed on runway 25 to maintain distance from other landing aircraft. The air traffic controller instructed the pilot to make four turns. A review of the aircraft flight path described in the FAA diagram illustrates an approach pattern similar to a long last approach. ground witnesses on the center line of the runway 25 extension about 1.5 miles from the airport said the plane flew over their homes at a low altitude. has no reports on abnormal engine noise. Air traffic controllers observed the plane's rapid descent before the accident. Before the accident, there was no evidence that the aircraft had mechanical failure or failure. The sun's azimuth and angles above the horizon are 241.1 degrees and 2.8 degrees respectively.
Possible reason: pilot failed to maintain the correct sliding track on the sidelines. The reason for this phenomenon is sunlight.
runway number is 25, which means it is aligned within 10 degrees of heading 250 degrees. It is reported that the sun is 241.1 degrees. This means that the sun shines directly or approximately directly into the pilot's eyes at the last approach. In addition, the sun is still very low, only 2.8 degrees higher than the horizon. This is an important lesson for all of us: you can't land on something you can't see. has many reasons why you should give up on landing and go back to flight. In this case, the sun is direct. Ironically, when the sun is 2.8 degrees higher than the horizon, at the speed of the earth's rotation, the sun will set in about 10 minutes—about the same as the time for a go-flight and a second attempt to land.
02 Crosswind landing
NTSB number: CHI96FA117, Ohio , Carloton
Witnesses observed the plane attempting to land on runway 7. It is reported that the wind direction is 180 degrees, the wind speed is 15 knots, and the gust is 20 knots. Witnesses described the plane starting to fly back and immediately turned north at an almost vertical inclination angle. witnesses then reported that the plane fell from the roof of a hangar and then left from the back of the building. subsequent inspection of the fuselage and engine did not find any pre-impact abnormalities. Found the landing flap open position at 30 degrees.
Possible reasons: The pilot's insufficient compensation for crosswind conditions, failed to maintain direction control, and failed to put away the landing flap during the reflight. Crosswind is one reason. When
landed on runway 7, the wind direction was 180 degrees, which had both sidewind and downwind. This plane is a Piper Cherokee 180. The pilot had a total flight experience of 80 flight hours, and he flew 58 flight hours on that plane. The private pilot and a passenger were killed. Runway 25 also has crosswinds, but it should be a more traditional windward/crosswind component. Most pilots will not consider alternate airport landing during their VFR days. Even if the weather is good, the wind can have a terrible impact on the runways at your destination airport. You should be as familiar with the runways at the airport around this field or the destination airport as possible. One day, the visibility was high and the clouds were high, but it could still be changed to another airport just to get a better wind direction when landing.
03 Downwind landing
NTSB number: FTW92FA098, Oklahoma , Oklahoma City
Pilot landed on the 3350-foot runway. After grounding beyond the intermediate point, he decided to abort the landing. establishes a large elevation angle when climbing, and the plane stalls when the pilot turns to the wind on the left.
Possible cause: Unexpected stall during the aborted landing. Reasons include tailwinds, pilots choosing the wrong runway under existing conditions, and long landings.
Today, most unattended airports have an AWOS weather reporting system that continuously broadcasts wind direction and wind speed. Use this service every time it is available. If it is not available, you can use the "old-style" method: wind bag , T-shaped weather vane.
04 Turbulent landing
NTSB number: CHI97FA116, MI , Holland
According to a passenger, showed considerable turbulence when the plane descended to the runway and leveled/grounded. "The plane flew along the runway for a considerable distance without landing. At this time (the pilot) decided to return to to ". He said that as they passed the end of the runway, he felt the rear of the plane was low, "…they seemed to be gliding on the top of the trees in the way the plane swung." The pilot said the plane could not climb and they were almost climbing over the trees. The left wing sank, the plane hit the tree and hit the roof of the hangar. Before the flight, the pilot told a passenger that he had never flown a plane that had a passenger in the back seat, and this was the flight. No pre-existing abnormalities were found in inspections of the aircraft and engines after the accident.
Possible cause: The pilot failed to maintain sufficient airspeed, resulting in stall/oscillation, and subsequently impacted trees and houses. One related reason is turbulence.
Sometimes you hear the pilot say, "Add a little airspeed when there is turbulence in approach", which is a good suggestion. The idea is to maintain lift at a certain extra speed during approach so that when turbulence hits, the plane does not approach stall speed. But this will be over-executed. If the plane is too fast, the plane will not land as planned, but will fall on the runway. The accident occurred on a low-wing aircraft, which would increase the ground effect floating, but it can happen on any aircraft. As the airplane floats on the runway, it will be more susceptible to sudden winds and turbulence as the airspeed begins to decrease. As the speed of the aircraft decreases, the possibility of safe re-flight also decreases. A good rule of thumb for turbulent approach is to increase by about 5 knots relative to normal landing speed, and don't be bigger.
is ready for turbulence near the ground in the short five sides. If there is wind, the air will fluctuate more as it approaches the surface, where the airflow interacts with objects on the ground. In particular, be wary of the crosswinds of a row of trees blowing across the edge of the runway. Air will overflow from these trees, causing the plane to bump when leveling the altitude.
05 Hard landing
NTSB number: LAX92FA196, CA, Corona,
A student pilot sits in the left seat of his newly purchased plane (Beech A2324) and a private pilot sits in the right seat. The investigation cannot determine who was flying the plane when the accident occurred. After a hard landing, the left main landing gear fell off, the front landing gear pillar was damaged, the horizontal stability surface was damaged, and the pilot began to return to flight. Witnesses said the climbing speed and airspeed seemed to be low, and the horizontal stabilizer on the left seemed to bend down. According to witnesses, the plane suddenly showed a pitch change in during crosswinds and tailwinds, not reaching a ground-off height of more than 300 to 500 feet. On a tailwind side, the plane crashed into an industrial building about 100 feet higher than the surface of the runway.
Possible causes:
(1) The pilot in the flight improperly landed and leveled, causing hard landing of the aircraft and causing serious damage to the flight control surface of the rear of the aircraft.
(2) The pilot in the flight decided to go back to flight when the plane was significantly damaged.
(3) Pilots in flight cannot control the aircraft in pitch direction due to damage caused by hard landing. One reason for the accident is the pilot's lack of experience on the accident plane. The
report mentioned "pilot in flight", but it is not clear which pilot it was. If the student pilot was flying the plane, he illegally carried a passenger. If a private pilot was flying the plane, then the plane he was flying was completely unfamiliar with, and it was in the right seat. Remember that takeoff is optional. In hindsight, it would be better to land the damaged plane half hard instead of trying to fly again. Any unusual landing requires inspection before another flight, even if the inspection is done by the pilot. Going back to the air was made at a few seconds at midnight and a decision amid chaos. A hard landing that is enough to cause such serious damage will surely cause a huge shock to the pilot. More confusion can be created when two pilots try to make the same decision at the same time. Maybe one pilot landed hard and another pilot tried to return to the flight. But there is only one pilot who is responsible. In this example, an inexperienced pilot flies on an unfamiliar plane, resulting in a wrong landing and a fatal, momentary decision.
Related books
—— BOOK——
Click on the cover to buy directly
"The Fatal Zone: The Causes Threat of Pilots' Life"
Author: Paul A. Craig
Translator: Xue Feng Zhu Yan Li Ziheng
Shanghai Jiaotong University Press
Content introduction:
This book is a collection, sorting and summarizing and analysis of many aviation accidents by a senior American pilot and flight instructor. This book comprehensively and systematically summarizes the "fatal areas" of these accidents, namely flight to instrument flight, maneuvering flight, take-off and landing stage flight, runway invasion, air collision, fuel management, night flight, icing, pilot's personal health status, etc. The book truly restores the accident in the form of words and pictures, giving readers an immersive feeling; at the same time, it specifically analyzes the cause of the accident, summarizes the experience and lessons, and gives people inspiration. This book can not only provide good reference and reference for flight students, flight instructors and other related personnel, but also provide strong support for aviation designers to "learn one by one" and improve design from the perspective of pilots.
