Cargo B tail strike at BRU.
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Yes, I heard about this yesterday. Cargo B has been phoning around asking for ACMI.
Does any one know how bad the strike was and how long the aircraft will be out of action.
Does any one know how bad the strike was and how long the aircraft will be out of action.
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Wow! That must have been an amazing rotation on take-off. I'm inclined to think the over-rotation was once airborne, I don't think you could do this sort of damage with the wheels still in contact. Over-rotation damage I have seen has been much further forward just aft of the upsweep. Likely explanation- serious miscalculation of weight?
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On first sight, and not being a structural engineer, it would appeared to have damaged the rear pressure bulkhead. If that is the case and it is an old airframe, I find it hard to believe that it is a viable proposition to restore it to service.
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The flight they were operating was only about 30000kgs so it might have been an over rotatation?
With CBA now aog and CBB still in check, the -400 now delayed till Jan 2009 could Cargo B be in trouble
With CBA now aog and CBB still in check, the -400 now delayed till Jan 2009 could Cargo B be in trouble
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On first sight, and not being a structural engineer, it would appeared to have damaged the rear pressure bulkhead. If that is the case and it is an old airframe, I find it hard to believe that it is a viable proposition to restore it to service.
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it would appeared to have damaged the rear pressure bulkhead.
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The pressure bulkhead location coincides exactly with the leading edge of the tailplane... So look at the picture, and take your conclusions. If it is the case, it will be an expensive repair.
xxx
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xxx
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Tail damage
I have seen a few 747 with tail strike damage.
But none as bad as this one.
xxx
Generally, the tail strike is limited to the belly (skin) area.
Here it appears that it is a serious "over-rotation" problem.
After the belly scraped, continued rotation further into APU area.
xxx
I shall say nothing.
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But none as bad as this one.
xxx
Generally, the tail strike is limited to the belly (skin) area.
Here it appears that it is a serious "over-rotation" problem.
After the belly scraped, continued rotation further into APU area.
xxx
I shall say nothing.
Happy contrails
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Surely this is either a load shift, a gross weight miscalculation or a huge loadsheet and trim problem.
No sane pilot is going to over-rotate that badly unless something is very amiss and there's nothing they can really do to prevent a strike.
No sane pilot is going to over-rotate that badly unless something is very amiss and there's nothing they can really do to prevent a strike.
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Surely this is either a load shift, a gross weight miscalculation or a huge loadsheet and trim problem.
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I thought that weight and balance systems where installed on all dedicated 747 freighters. This one used to be ex-AF according to my listings.
Loadshift would be a good reason. A loadsheet must have been wrong by about 100t or more to get results like this.
I don't think it'll be repaired as it would be very expensive to fix this scratch and cargob has reportedly been in rather serious financial troubles lately.
Guess the crew is invited to the office to answer some questions.
Loadshift would be a good reason. A loadsheet must have been wrong by about 100t or more to get results like this.
I don't think it'll be repaired as it would be very expensive to fix this scratch and cargob has reportedly been in rather serious financial troubles lately.
Guess the crew is invited to the office to answer some questions.
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That sort of loadshift is more likely to induce an extremely rapid conclusion to the flight. If there was a gross error of loading data, the takeoff performance would be wrong. Happened at AKL to another 747 with similar results.
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Maybe not a loadshift then, more a loadsheet problem, and reported CG% out of kilter with the actual loading of the aircraft. Heavy pallets loaded further aft than they should be would cause a few problems to say the least.
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-no loadsheet error (all wgts correct, loaded according to loadplan)
-cg well within limits (zfw 25pct mac)
-payload 107.5t
-no load shift as a/c full
-fob 99t
-all frt was reweighed. result 300kg difference
-cg well within limits (zfw 25pct mac)
-payload 107.5t
-no load shift as a/c full
-fob 99t
-all frt was reweighed. result 300kg difference
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Generally, a 747F or SF is approximately 156,000 to 160,000 kg BOW.
So with 99 tons of fuel, and payload 108 tons, the T/O weight was some 365,000 which makes it a heavy aircraft.
xxx
That aircraft Max TO weight, is either a 377,800 or a 371,900 kg.
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So with 99 tons of fuel, and payload 108 tons, the T/O weight was some 365,000 which makes it a heavy aircraft.
xxx
That aircraft Max TO weight, is either a 377,800 or a 371,900 kg.
Happy contrails
When flying with new co-pilots on the 747-400 I always give them a simple rule about V speeds. When leaving the flight deck, after landing, set the speed in the MCP to zero. That forces the next crew to set something in that box before take-off. SOP is to put the ball park V2 figure based on expected TOW which can be extracted from the table on the checklist. I also advise a gross error check before take-off. Thus - is 144kts a sensible V2 for 370T ?? No it's approach speed left over from the previous sector...........