Aer Arran Incident - Manchester
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Anybody know how fast was the prop spinning when she hit?? Looks to me as though three blades are damaged so I guess the prop stopped in 3/4 of a rotation.
I was on the repair team when a GPU ran into a Dash-8 prop (similar technology, same series engine) with the prop rotating at around 760rpm. Externally only appeared to be damaged blades but the anti torque crossmember at the rear engine mount (which is bolted to a centre bracket at the rear of the engine) sheared it's attachment bolts completely, the vertical strut impacted on the underside of the upper fuselage mount, twisted the nacelle and pulled some of the nacelle to spar fasteners. All of the nacelle fwd of the front wing spar had to be replaced.........
I'd imagine the engine will be pulled and sent for inspection which will probably reveal no damage but maybe the airframe suffered more......
I was on the repair team when a GPU ran into a Dash-8 prop (similar technology, same series engine) with the prop rotating at around 760rpm. Externally only appeared to be damaged blades but the anti torque crossmember at the rear engine mount (which is bolted to a centre bracket at the rear of the engine) sheared it's attachment bolts completely, the vertical strut impacted on the underside of the upper fuselage mount, twisted the nacelle and pulled some of the nacelle to spar fasteners. All of the nacelle fwd of the front wing spar had to be replaced.........
I'd imagine the engine will be pulled and sent for inspection which will probably reveal no damage but maybe the airframe suffered more......
Join Date: Dec 2005
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Non iron
Glad to see you still have the same chip on your shoulder as you had before your contract ended/not renewed in Aer Arann some time ago. For a 'mature' person your posts are somewhat odd on both threads on this subject. But then it dosen't surprise me. Working these days? I along with many of your former colleagues who have now moved on to larger airlines enjoyed and gained good experience in an expanding airline at the time. Personally I'd like to see an official report on what happened before getting excited and placing blame. Time to move on non iron.
Anyway back to the subject..........
Glad to see you still have the same chip on your shoulder as you had before your contract ended/not renewed in Aer Arann some time ago. For a 'mature' person your posts are somewhat odd on both threads on this subject. But then it dosen't surprise me. Working these days? I along with many of your former colleagues who have now moved on to larger airlines enjoyed and gained good experience in an expanding airline at the time. Personally I'd like to see an official report on what happened before getting excited and placing blame. Time to move on non iron.
Anyway back to the subject..........
Last edited by burgervan1; 22nd Oct 2009 at 15:37.
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Thanks for all the useful info on here. I can imagine the crew emerged from the aircraft wishing they had stayed in bed that morning. 
Now the messy business of repairing this begins....
Now the messy business of repairing this begins....
What the pictures don't show you is that the aircraft actually stopped a very very short distance from the terminal - the nose is probably less than one metre from the stanchions supporting the pier.
Assuming what happened is very similar to the AAIB report listed earlier, you do wonder what has to happen before operators realise that taxying aircraft around on one engine can have inherent dangers which are all too quickly forgotten in the rush for fuel and engine maintenance cost savings.
Assuming what happened is very similar to the AAIB report listed earlier, you do wonder what has to happen before operators realise that taxying aircraft around on one engine can have inherent dangers which are all too quickly forgotten in the rush for fuel and engine maintenance cost savings.
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Hi Flightrider,
From a previous post, it appears the A/C had a total loss of hydaulic fluid and therefore the number of engines running wouldn't have an effect.
Not all airlines are convinced of the savings of single engine ground ops. In some cases it can cause more long term harm than good e.g. oil coking in scav or vent lines in the engine. However, issues such as this are very engine/oil specific.
Ultimately, most airlines need to rely on a) the OEM recs and b) their own engineering judgement. Anywho...I diverge from the event at hand.
Regards,
P2C.
From a previous post, it appears the A/C had a total loss of hydaulic fluid and therefore the number of engines running wouldn't have an effect.
Not all airlines are convinced of the savings of single engine ground ops. In some cases it can cause more long term harm than good e.g. oil coking in scav or vent lines in the engine. However, issues such as this are very engine/oil specific.
Ultimately, most airlines need to rely on a) the OEM recs and b) their own engineering judgement. Anywho...I diverge from the event at hand.
Regards,
P2C.
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To put all you single engine taxing critics to rest... heard today the aircraft was not taxing in on one engine. All you ground staff who were quick to put pics on the net, perhaps can take a trip to your airport security room and view the surveillance tapes. The aircraft had been parked, and than just rolled further slowly afterwards with complete hydraulic failure. Hence just some healthy nicks out of the props. If it was at a faster pace-more damaged would have done to them. Crew not to blame here it seems, just tech prob due to ATR...
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And what subject might that be Burgervan ?
Deleting the whole " Arann " thread prior to running for cover ?
l was harsh, l agree, and took my comments back because it couldn`t be constructive.
You attacked me personally, it seems for voicing concern over dwindling command experience.
Answer this then;
After audible and visual " low hydraulic fluid" warnings, closely followed by " low hydraulic pressure" warnings, would you, after your plainly extensive and all encompassing ( did you get to see an aircraft de-iced or even hear about it ?) apprenticeship with AA, would you actually point the f%cking airplane at a building ?
l`m sure your present captains enjoy your company as much as the last lot.
Deleting the whole " Arann " thread prior to running for cover ?
l was harsh, l agree, and took my comments back because it couldn`t be constructive.
You attacked me personally, it seems for voicing concern over dwindling command experience.
Answer this then;
After audible and visual " low hydraulic fluid" warnings, closely followed by " low hydraulic pressure" warnings, would you, after your plainly extensive and all encompassing ( did you get to see an aircraft de-iced or even hear about it ?) apprenticeship with AA, would you actually point the f%cking airplane at a building ?
l`m sure your present captains enjoy your company as much as the last lot.
