Freight DogsFinally a forum for those midnight prowler types who utilise the unglamorous parts of airports that many of us never get to see. Freight Dogs is for pilots and crew who operate mostly without SLF.
I teach Weight and Balance as part of a course. I am looking for some documents weight and balance incidents that I can use to illustrate the importance of the subject.
RAF VC10 quite a few years ago ended up on it's tail after three pallets with quite a hefty combined weight were loaded first and pushed right to the back. Believe the third pallet was fairly easy to push, going down hill as it was towards the end. Can't provide dates, fairly sure it was at Brize Norton. May find it online or in old FS incidents.
Also check out the Accident Report for the C130 crash in Kosovo, believe 'loadshift' was a big contributory factor.
On January the 12th 2003, a Boeing 737-800 of Transavia airlines departed from Rotterdam Airport. The flight was scheduled for a three leg flight via Maastricht-Aachen Airport and Arrecive, Lanzarote Airport to Amsterdam Airport Schiphol. Immediately after initiation of the take-off, when the aircraft started to roll, the aircraft's nose pitched up. This movement stopped when the aft fuselage and the tailskid assembly touched the ground. After the cockpit crew rejected the take-off, the aircraft's nose touched the ground again and the aircraft was brought to a hold. The occurrence damaged the aircraft considerably. As a result, the crew could not resume the flight. None of the 113 passengers and seven crew members was injured. After the occurrence, the aircraft was taxied to the apron. At this location the passengers left the aircraft.
After all these years, the Guernsey F27 report still makes a sobering read.
If anyone involved with the loading of aircraft, from the operators themselves [including flight deck] through to the agents that handle them, has never read the report - please do!
C o' G
Last edited by Cee of Gee : 28th September 2008 at 22:44. Reason: After reading again, realised we [Flt Lt Mac and I] were talking about different accidents!
I know it seems a stupid video... Wasaloadie, you can use it to explain to your students what can happen on an aircraft if you are too "tail heavy" Enjoy YouTube - Excesso Carga
Also check out the Accident Report for the C130 crash in Kosovo, believe 'loadshift' was a big contributory factor.
Sorry mate, but that had absoutely nothing to do with it. Furthermore, if the rumour about the MSP shifting in the Blair Atholl accident (C130 XV193 27 May 93) comes up, then ignore that one too ( a mountain got in their way )
I had an incident in the 1980s, in Dubai while on ACMI contract. Flying a DC8-63F for Air India, where we ended to be grossly overweight. The crewmembers were Americans, dealing with pounds... They informed the agent with 35,000 "LBS" as "ok to load" on the aircraft. We ended with some 35,000 "KG"... No need to tell you how the takeoff/climb was... I think I passed 10 feet above the lights of the end of the runway. xxx I would suggest you STRESS the importance of PROPER UNITS. There are still idiots not educated with METRIC. Happy contrails
There was a Flying Tigers 747-200 that suffered loadshift on take off and resulted in a slightly damaged rear section.
Quote:
N806FT
I was the captain on that flight headed from EDDF to EHAM, unfortunately unsuccessfully completed. We started our takeoff roll from runway 25R at Frankfurt at 0804Z, October 11, 1983. The photo was taken by Mr.Butenhaus, one of our mechanics based in Frankfurt, who was also the maintenance representative onboard the aborted flight. The pallet/load which shifted was pipes used for nuclear power plant cooling systems. The airplane was not written off and was flying again about 6 weeks later, having been repaired by a Boeing swat team. The swat team removed the aft fuselage and tail sections, replaced the pressure dome/bulkhead, aft fuselage and the tails sections. In fact, I also flew the airplane on its first trip back in revenue service. It was a great airplane.
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