Kalitta Air aborted T/O at KHV
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Kalitta Air aborted T/O at KHV
Local Russian news reporting Kalitta 747F aborted takeoff at KHV this morning (far east time). KHV was a techstop enroute from HKG to ANC.
News talking about landing gear problems on takeoff run, parts of landing gear was sucked into engine and caused engine failure (or parts of tyres, what is more likely if you ask me).
Most of the tyres gone burst but aircraft stopped withing the rwy.
**********
There is one assumption published regarding what caused the problem but I don't want to relay it here because it seems to be 100% bu****it.
News talking about landing gear problems on takeoff run, parts of landing gear was sucked into engine and caused engine failure (or parts of tyres, what is more likely if you ask me).
Most of the tyres gone burst but aircraft stopped withing the rwy.
**********
There is one assumption published regarding what caused the problem but I don't want to relay it here because it seems to be 100% bu****it.
A Kalitta 747 recently had an engine fall off over Michigan. Who does their maintenance, and do their technical logbooks (describing fatigue cracks) ever have pages "missing", as is alleged at Fedex, in order to let accident blame be directed at only the Fedex pilots (MD-11, MD-10)?
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At least one main blew during take off in KHV at 130 knots. Normal RTO was initiated and everything went by the book. The 4 other might have been blown on the reject or right along with the first one. Number 3 engine ingested some of the debris and required an engine change. The current wx at the time was CAVOK and -24 C. The captain did a fine job considering the the temp and poor rwy condition at KHV. Who knew why the tire blew, warm tire melted the ice and re-frozen on the ground causing a flat spot?
As far as the pod seperation over Lake Michigan, it was a bad rear c-rail mount on the exhaust casing. Part of the mount was still attached to the a/c after the seperation. The part was two weeks old from P & W. Another similar crack was found on another a/c with the part from the same batch. Glad that it fell into a lake and not on somebody's house and the crew did a fine job bringing her back to the ground.
As far as the pod seperation over Lake Michigan, it was a bad rear c-rail mount on the exhaust casing. Part of the mount was still attached to the a/c after the seperation. The part was two weeks old from P & W. Another similar crack was found on another a/c with the part from the same batch. Glad that it fell into a lake and not on somebody's house and the crew did a fine job bringing her back to the ground.
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>>Who knew why the tire blew, warm tire melted the ice and re-frozen on the ground causing a flat spot? <<
Yep, sure seen that in ANC in the winter on the 74 before...
How was the lodging and duty free at UHHH <g>?
Yep, sure seen that in ANC in the winter on the 74 before...
How was the lodging and duty free at UHHH <g>?
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Having been through KHV more times than I care to remember I will tell you that runway is the roughest ride I’ve ever been on. It literally rattles your teeth during takeoff and the whole airplane shakes and bucks like a wild mustang. Our procedure was to always make a flaps 20 max power takeoff to try and get off the runway as soon as possible. The biggest surprise to me was always that nothing ever fell off. My sympathies to the Kallita crew, who are most likely dealing with the local authorities, on one of our aborts we found out the hard way that the Captain is held personally responsible for aircraft damage during aborts. I don’t miss that place at all!
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Taikonaut
The first version published was... Are you sitting comfortably?
"FEMALE Captain on this flight forgot to release the brakes before starting takeoff run, which caused gear and tyres destruction."
It was particularly pointed that Captain was Female, which is even the bigger problem than unreleased brakes in Russia, where females are very very rare on commercial aircraft, don't mind heavy jet and don't mind Captain position at all.
After 15 years of Soviet Union collapse there is still no straight and official way to become CPL/ATPL holder for females in Russia.
The first version published was... Are you sitting comfortably?
"FEMALE Captain on this flight forgot to release the brakes before starting takeoff run, which caused gear and tyres destruction."
It was particularly pointed that Captain was Female, which is even the bigger problem than unreleased brakes in Russia, where females are very very rare on commercial aircraft, don't mind heavy jet and don't mind Captain position at all.
After 15 years of Soviet Union collapse there is still no straight and official way to become CPL/ATPL holder for females in Russia.
Usual disclaimers apply!
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I have a nice picture of the Kallitta air 747 which clearly shows the failure of the R and S flanges around the rear mount. The failure, I believe, propagated from a previous weld repair. The flanges (on the JT9d) always were prone to cracks (a) between the lightning holes and (b) through the outer webs, also to a lesser extent in toward the fillet radius where they would turn circumferentially around the case. The cracks if they reached the fillet needed careful monitoring.
Posting the picture is not a problem but I don't know if it is copyright protected or indeed who to contact for permission to use it.
I think the originals were taken by somone at 'Express jet'
Posting the picture is not a problem but I don't know if it is copyright protected or indeed who to contact for permission to use it.
I think the originals were taken by somone at 'Express jet'
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Photo - Kalitta Air aborted T/O at KHV
What's the use of a photo if it can't be shown and people learn from it?
Send a copy to [email protected] and I'll mount it anonymously on pprune in this thread (and down it if anyone winges)
UNC
Send a copy to [email protected] and I'll mount it anonymously on pprune in this thread (and down it if anyone winges)
UNC
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Taikonaut said:
“At least one main blew during take off in KHV at 130 knots. Normal RTO was initiated and everything went by the book.”
Aborts above 100 knots can be dicey. I know that my outfit and several others don’t allow them unless something catastrophic has happened. KHV has a very long runway, but most places do not. Something to think about.
http://www.boeing.com/commercial/aer...1/takeoff.html
“At least one main blew during take off in KHV at 130 knots. Normal RTO was initiated and everything went by the book.”
Aborts above 100 knots can be dicey. I know that my outfit and several others don’t allow them unless something catastrophic has happened. KHV has a very long runway, but most places do not. Something to think about.
http://www.boeing.com/commercial/aer...1/takeoff.html
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Just a question here.
Except for a loud un explained bang how do you determine that a tire or possibly more than one tire has blown.
Since the F/E attention is up front during the take off and the only possible clue is an improper tilt on the gear.
How do you abort a take off with only these indications?
As with a recent case they would have been better off to take off and return with the blown tires.
The end result was a hull loss, thank god the crew was ok. No fire after the overun.
A quick scan of the engines, everythings ok
Close to V1 take off and evaluate it in the air.
Leave the gear down and return as nessasary.
I think the concorde disaster has got us into another area of problems.
Judgment call really.
Would like to hear other suggestions on this.
More than willing to admit if I am wrong here.
We all learn and become better from previous experiance.
Except for a loud un explained bang how do you determine that a tire or possibly more than one tire has blown.
Since the F/E attention is up front during the take off and the only possible clue is an improper tilt on the gear.
How do you abort a take off with only these indications?
As with a recent case they would have been better off to take off and return with the blown tires.
The end result was a hull loss, thank god the crew was ok. No fire after the overun.
A quick scan of the engines, everythings ok
Close to V1 take off and evaluate it in the air.
Leave the gear down and return as nessasary.
I think the concorde disaster has got us into another area of problems.
Judgment call really.
Would like to hear other suggestions on this.
More than willing to admit if I am wrong here.
We all learn and become better from previous experiance.
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How about an engine failure on take off roll, the ensueing abort/reject, and then the forthcoming tire/tyre problems. I will ask around tomorrow and report more!
I wish people would use ICAO codes in here.
KHV is Khabarovsk/Novy in the Russian Federation.
I agree about IATA bores; why can't people just use the names of aerodromes?
The aircraft was flying from Hong Kong International to Anchorage International, Alaska.
Many thanks to http://www.scramble.nl/icao.htm which is excellent for decrypting IATA/ICAO codes!
I agree about IATA bores; why can't people just use the names of aerodromes?
The aircraft was flying from Hong Kong International to Anchorage International, Alaska.
Many thanks to http://www.scramble.nl/icao.htm which is excellent for decrypting IATA/ICAO codes!
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OK, here is what i have for now! the aircraft was a -100. MTOGW is 734,000 for that airframe and they were at 730,000. No, the parking brake was not set! do you really think the thing would move with that much weight on the tires especially with "A" engines if the brakes were set?? I think not! Anyway, 12 tires thermalled, the new engine should be ready to test run tomorrow morning. Yes the captain was a female, but she has a good reputation so that is not an issue.
90% of our trips are at MAX everything. I have never seen so many red runway lights in my life! Thats the nature of our business and we have to deal with it on a daily basis. you get used to it!
90% of our trips are at MAX everything. I have never seen so many red runway lights in my life! Thats the nature of our business and we have to deal with it on a daily basis. you get used to it!