Latest Qf Incident,where Will All This End
Join Date: Jul 2007
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I can see it now........Coupla garbage bags and a tube of Sikaflex!
If it turns out to be a C check done o/s there will be plenty of ammunition, on the other hand if it turns out to be done in Sydney HM before they were put to pasture it will take a lot of sting out of any arguments
J
If it turns out to be a C check done o/s there will be plenty of ammunition, on the other hand if it turns out to be done in Sydney HM before they were put to pasture it will take a lot of sting out of any arguments
J
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I heard it was caused by water from the PC galley flooding down onto the E racks because the large fibreglass drain/water barrier was not re-installed after the last C chk.
Or didn't some highly qualified maintenance pesonnel not complete and/or inspect the quality of a maintnencance task correctly? (regardless where the maintenance was undertaken)
DK
Last edited by Dark Knight; 8th Jan 2008 at 22:26. Reason: spelling
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the APU would of been useless as it will not start in flight,and the fuel pumps run on DC power there supply is not gravity feed,the whole thing would of ended in a disaster if they where more 1 1/2 hr out.
Join Date: Jun 2003
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Fleetwide inspections have kicked in already since yesterday, no 744 was allowed to take off without those inspections done, all dripshields to be inspected, galley above too, EA's are out, AD's probably out soon too, that's just a guess though
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So much for limiting SLF to 100mls of fluid or gels each - the galley strikes another blow!
How many other types are similarly vulnerable to an overflow with a missing drip tray? Would this affect 767/777 fleet too?
Does Toulouse have a better solution?
How many other types are similarly vulnerable to an overflow with a missing drip tray? Would this affect 767/777 fleet too?
Does Toulouse have a better solution?
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VH Cheer Up:
ZXA, XC & XE (767s) have regular not so little overflows from the forward waste water - one late last year flooding the J class so badly that the J class biz pax through to row 3 having their keep their legs up to avoid the wave of brown stinking sludge (waste water ex sinks not toilet pan although I rekon the toilet may have smelt better).
Tight turnarouds on a busy day 4 leg day so Q just wet vacuumed the cabin, taped the fwd galley and fwd toilet sinks off (pax don't wash their hands anyway I'm told) and sent the plane back out much to the dismay of the entire crew - the left seat was pressured big time by the company with a number of 'managers' turning up at the gate to make the point that it's not that bad.
Thankfully on return to XXX after another set brown waves on rotate & landing, a very thorough person decided to check under the cabin floor including the avionics bay and found traces of moisture. Left seat told attending manager to (words generally meaning) tow it & cancell the flight.
Excellent diagnostic work - shows its not just a case of fixing the reported problem but also using talent, brains and experience to consider the secondary effects/risks.
ZXA, XC & XE (767s) have regular not so little overflows from the forward waste water - one late last year flooding the J class so badly that the J class biz pax through to row 3 having their keep their legs up to avoid the wave of brown stinking sludge (waste water ex sinks not toilet pan although I rekon the toilet may have smelt better).
Tight turnarouds on a busy day 4 leg day so Q just wet vacuumed the cabin, taped the fwd galley and fwd toilet sinks off (pax don't wash their hands anyway I'm told) and sent the plane back out much to the dismay of the entire crew - the left seat was pressured big time by the company with a number of 'managers' turning up at the gate to make the point that it's not that bad.
Thankfully on return to XXX after another set brown waves on rotate & landing, a very thorough person decided to check under the cabin floor including the avionics bay and found traces of moisture. Left seat told attending manager to (words generally meaning) tow it & cancell the flight.
Excellent diagnostic work - shows its not just a case of fixing the reported problem but also using talent, brains and experience to consider the secondary effects/risks.
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Too right, these things are Air Ships and aren’t designed to operate with waves of water (especially brown) flowing over its deck.
It would be wise to refuse such aircraft until problem solved.. You have the ammo now with QF2
It would be wise to refuse such aircraft until problem solved.. You have the ammo now with QF2
The aircraft (OJM) was on descent into BKK (late afternoon with fine weather conditions) when the cabin crew reported a major water leak in the first class galley area (turned out to be caused by blocked drains). Shortly after that the engine driven generators dropped offline accompanied by a huge number of related EICAS messages. Power was available only to the Captains PFD, ND and standby Attitude indicator. At the time that this happened, the leading edge flaps had already been deployed due to the 210 knot limit in the STAR for BKK. The crew started working through the checklists for the more important EICAS messages but after realising that they were not going to get the generators back on line the captain elected to get the aircraft on the ground ASAP before they ran out of battery power. Alt gear/flap extension, no anti-skid, no autobrakes, no thrust reverser were some of the issues that they dealt with in a very short timeframe and then landed safely. On the ground, outflow valves had to be manually opened using remaining DC power to depressurise prior to opening the doors. A flap assymetry occured when they tried to retract the flaps (believed to be due to elec control of leading edge flaps).
The directive that is now in force requires QF B744's to have every drain in the P & J class galleys (4 per galley, I believe) checked for blockages and then water is flushed through while the shields above the Main Electric Centre (MEC) are checked for integrity. There are directions as to how any repairs to the shields are to done and reports of every inspection are to be sent to Boeing's Maintenance Watch.
The main question to be answered is why the shields on OJM did not work - ie were they fitted correctly, cracked, etc and where was the last heavy maintenance check done.
The directive that is now in force requires QF B744's to have every drain in the P & J class galleys (4 per galley, I believe) checked for blockages and then water is flushed through while the shields above the Main Electric Centre (MEC) are checked for integrity. There are directions as to how any repairs to the shields are to done and reports of every inspection are to be sent to Boeing's Maintenance Watch.
The main question to be answered is why the shields on OJM did not work - ie were they fitted correctly, cracked, etc and where was the last heavy maintenance check done.
Last edited by Going Boeing; 9th Jan 2008 at 02:33.
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Well done tech crew you earned your money on that trip, the public would find it hard to believe a blocked sink could cause a hull loss.
Ps cabin crew please dont put coffee in the drains, use the bins
Ps cabin crew please dont put coffee in the drains, use the bins
Last edited by domo; 9th Jan 2008 at 04:55.
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Sub-Orbital: Is there a work around for this sort of event? Do they train for it in the sims? Had this happened further out and back-up batteries failed/ran dry, does anyone know exactly what the crew would have had? Magnetic compass and hydraulic controls right? Zero coms though, so could not be "guided" in by ATC, is that correct (wonder about mobile phone coverage...)? What powers the fuel pumps - engine, right? Similarly for Hydraulics and L/gear? Reading Going Boeing's post, sounds like the crew were amazing - nice to know such talent is sitting up front (most of the time!). Hope they come out ok from the investigations - paper reporting that the CVR and FDR have been "quarantined" whatever that means.
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Airbus has its high priority equipment located on seperate shelf forward of the nose wheel well (1x Prim computer 1x Sec computer and MMR1). The general stuff is aft of the wheel well and the gcu's are either side of the wheel well. The galleys are no where near any of the electronics - j class is at door 2. They even have 1 adiru located under the floor panel away from the other two. Much better design. High priority power cb's/feeders are remote from rest in seperate cupboard.
