737-800 Tail Strike And Aborted Take Off?

Full nose up trim might cause the plane to rotate early, or in this case if they actually aborted at 60 knots, really early.
 
jtrain609 said:
Full nose up trim might cause the plane to rotate early, or in this case if they actually aborted at 60 knots, really early.
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Would a 737 rotate at 60 kts without full up elevator? I know nothing about Boeing products except for the fact that they're built in Seattle (I've been there, took the tour and everything). I've heard tail strikes are more easily achieved due to the fuselage length on the longer 737s but unless they had a really long runway I can't figure out how you could achieve enough speed to inadvertently rotate enough to hit the tail without actually going flying. Wouldn't the T/O configuration warnings have been blaring as soon as the power levers were pushed forward?
 
knot4u said:
Would a 737 rotate at 60 kts without full up elevator? I know nothing about Boeing products except for the fact that they're built in Seattle (I've been there, took the tour and everything). I've heard tail strikes are more easily achieved due to the fuselage length on the longer 737s but unless they had a really long runway I can't figure out how you could achieve enough speed to inadvertently rotate enough to hit the tail without actually going flying. Wouldn't the T/O configuration warnings have been blaring as soon as the power levers were pushed forward?
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Who knows, it's all I can think of that would cause this. Well, that and lying about the speed they aborted at, which seems more likely.

If you were loaded aft, and had full nose up trim, and were light, maybe?

My guess is lying.
 
jtrain609 said:
You know what? Maybe totally jacked aft CG? Alaska puts the tail stand on their 737's for a reason.
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Could be. Maybe all of the gold was in the aft baggage, and for some reason everyone, 102 passengers, wanted to sit in the back. I have no clue, that's why I asked here.
 
When I had to deal with Lears we would usually put a tail stand under them when we were working on them. It was because we'd be transferring fuel from the wings to the fuselage tank so we wouldn't need to defuel the plane. I've never seen a Lear 31 parked without the little tail stand they carry onboard. I think it's because the single point fueling can fill the fuselage tank and the wings in a manner that would let the airplane sit on its ass if it's not monitored closely.
 
Tail stands are everything to do with loading and unloading the aft bins, well the forward bins before the aft.

We’ve had the same issue on the 321’s when the forward bins are unloaded before the back and the pax are still offloading. It’s cause door damage from the jet bridge.

Isn’t Vmu based on the mains?
Edited: yes Vmu is minimum safe flying speed. Which I don’t see how it could be 60knots or 0 @BobDDuck ...?
 
Nark said:
Tail stands are everything to do with loading and unloading the aft bins, well the forward bins before the aft.

We’ve had the same issue on the 321’s when the forward bins are unloaded before the back and the pax are still offloading. It’s cause door damage from the jet bridge.

Isn’t Vmu based on the mains?
Edited: yes Vmu is minimum safe flying speed. Which I don’t see how it could be 60knots or 0 @BobDDuck ...?
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I believe Vmu is minimum unstick, so any speed the nose comes up is technically Vmu. I know they do testing when certifying aircraft, so I'd assume it's with the most forward cg, but don't know for sure. I could look it up, but I'm home and will let y'all look it up. ;)

Never mind, it is the mains... not sure either now how they are saying it can be 0. I thought it was just getting the nose off, but I was wrong.

Carry on.
 
Nark said:
Isn’t Vmu based on the mains?
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Yup, it's the speed at which you drag the tail and still takeoff. Think KLM 747 in Tenerife or here's a good video of the process


From the description it sounds like Yakutia (that's on the other side of the Bering Strait from Alaska and a bit more north) pulled a Moroccan, except with a tail strike and abort
 
So if we're more or less empty and have an aft C.G. we're told we can get the tail to strike from a stand still simply by adding power, especially quickly, without down elevator and with no de-rate. To the point that a low gross weight, aft C.G. is a captain only takeoff. They recommend a rolling start if possible, slowly bringing the power in and full forward elevator.
 
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BobDDuck said:
Depending how they are loaded Vmu could be zero knots
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1_CBHr0zEVsCe_sWubk6mviw.jpeg
 
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