B744F off the runway in YHZ
Ex-Singapore Cargo (9V-SFF). Had many happy hours in that when it was fairly new. I know it is only a machine, supposedly with no sole, but what a way to treat a Lady. Always sad to see them sticking out of the mud like that. If I may venture a tiny criticism, to land on a strip of that length with that sort of tailwind is very unwise.
I remember one of it's sisters having a winglet 'removed' in SFO by a tail-stand being towed by a tractor. Its rego was non other than 9V-SFO. The 'Queen' deserves better.
I remember one of it's sisters having a winglet 'removed' in SFO by a tail-stand being towed by a tractor. Its rego was non other than 9V-SFO. The 'Queen' deserves better.
Last edited by By George; 12th Nov 2018 at 05:27. Reason: missing full-stop
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gigittygigitty whatever ....wise ass
you would do well to wait for the result of the investigation before you condemn anyone or criticize their flying or techniques, you do not know what happened any more than anyone else.
speculation ruins lives and families, leave the guys alone for now, first rule of aviation the pilots, they will be blamed if at all possible by all the agencies possible.....this is enough to cope with, without so called colleagues and fellow pilots condemning them without any evidence.
Did you stop to think for 1 minute if the aircraft systems all functioned properly, did the autobrake work, the gnd spoilers work the brakes work, reverse thrust?
leave them alone and concentrate and hope that you always make the correct decisions
you would do well to wait for the result of the investigation before you condemn anyone or criticize their flying or techniques, you do not know what happened any more than anyone else.
speculation ruins lives and families, leave the guys alone for now, first rule of aviation the pilots, they will be blamed if at all possible by all the agencies possible.....this is enough to cope with, without so called colleagues and fellow pilots condemning them without any evidence.
Did you stop to think for 1 minute if the aircraft systems all functioned properly, did the autobrake work, the gnd spoilers work the brakes work, reverse thrust?
leave them alone and concentrate and hope that you always make the correct decisions
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Regardless of whether it was a malfunction with the jet of some kind, basic airmanship comes in to play here. Did they choose the correct landing runway for the conditions in hand?
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Update: Work has begun to remove the aircraft. TSB has released it and the site to the owners and the airport authority. So far cleaning up the debris and draining tanks.
Antenna array is almost replaced.
Antenna array is almost replaced.
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Australian control towers will always provide the maximum recent tailwind component with a takeoff or landing clearance. It seems to be SOP.
I don’t know if they calculate it manually or just read it off a console, but it’s very handy.
I don’t know if they calculate it manually or just read it off a console, but it’s very handy.
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Mudman
Thanks for posting the pics. Question for those of you who know: when an airframe is written off but there are salvageable parts, what happens? Does the insurance company sell it to a salvage company, and they can pull parts that are "good?" Or does it not work that way because of certification requirements. Just curious.
Thanks for posting the pics. Question for those of you who know: when an airframe is written off but there are salvageable parts, what happens? Does the insurance company sell it to a salvage company, and they can pull parts that are "good?" Or does it not work that way because of certification requirements. Just curious.
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TSB report was released a couple of days ago. https://www.bst-tsb.gc.ca/eng/rappor...5/a18a0085.pdf
A long list of contributing factors, but seems like the style and sequencing of NOTAMs added to confusion as they misinterpreted that Runway 23 was not available
A long list of contributing factors, but seems like the style and sequencing of NOTAMs added to confusion as they misinterpreted that Runway 23 was not available
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Canada finally adopted ICAO standard NOTAM formatting in late 2019 IIRC. Some NOTAM writers still leave a lot to be desired.
Where I work only the 2 minute average wind and 10 minute gust (5kts above mean) are available to ATC. No instantaneous wind or cross/tail wind component readily available but I will preface a wind read out with " slight tailwind" etc to draw attention.
Where I work only the 2 minute average wind and 10 minute gust (5kts above mean) are available to ATC. No instantaneous wind or cross/tail wind component readily available but I will preface a wind read out with " slight tailwind" etc to draw attention.
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Which is almost exactly what the international SARPs specify - make the gusts 10kts or more above the mean and it would be fully compliant with the SARPs. IIRC, you have a UK background - the use of 'instantaneous' values continued in use in the UK many years after it was superseded by major, if not all, international airports in other states because the UK did not implement the averaging SARPs when they were published.
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Confusing NOTAMs contributed to accident
Confusing NOTAMs led overrun 747 crew to believe longer runway was unavailable Investigators probing the overrun that destroyed a Boeing 747-400F at Halifax have highlighted the contribution of poorly-presented NOTAM information to the accident
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Luckily during this period of reduced flying, the amount of NOTAMs have reduced significantly as well, so it most certainly doesn't take 60 pages of reading to do a simple short haul flight across Europe. 
Scenarios where one throttle is mismanaged
Hello all, I'm an infrequent ga type trying to understand how one throttle could be missed. I may have missed something in the report, but do you guys have any ideas or stories that might help me understand what happened?
I've always imagined that 4 throttles would feel a lot like 2... With one or two fingers per throttle it seems like just retarding three throttles would feel weird. So it's hard for me to imagine the PF pulling four almost to idle and then letting one of them go. And I'm assuming the PF is handling throttles with this model?
Same thing with thrust reversers. Once again I have no experience but I imagine pulling three to the stops feels quite different than four.
Or are there other scenarios that come to mind? If this wasn't a heated pressurized cabin, I could imagine the first officer, wearing a parka, reaching across the pedestal and somehow catching an outside throttle with a sleeve...but that would have been number four instead of number one.
Appreciate any and all thoughts!
I've always imagined that 4 throttles would feel a lot like 2... With one or two fingers per throttle it seems like just retarding three throttles would feel weird. So it's hard for me to imagine the PF pulling four almost to idle and then letting one of them go. And I'm assuming the PF is handling throttles with this model?
Same thing with thrust reversers. Once again I have no experience but I imagine pulling three to the stops feels quite different than four.
Or are there other scenarios that come to mind? If this wasn't a heated pressurized cabin, I could imagine the first officer, wearing a parka, reaching across the pedestal and somehow catching an outside throttle with a sleeve...but that would have been number four instead of number one.
Appreciate any and all thoughts!
It's rare, but it's happened before - twice that I know of. Scenario is the pilot misses one outboard thrust lever, then in the process of lifting the reverse piggyback levers somehow nudges the remaining thrust lever forward. Both cases that I'm aware of happened interestingly in Korea - the first a passenger 747 at the old Seoul airport (Gimpo), I'm thinking in the 1990s, the second a freighter 747 at the new Incheon about 10 years ago. In both cases the aircraft went off the side and did a half spin in the grass. No serious injuries. Memory says the first one was Korean Airlines, the second a middle east freight outfit.
