Reported Jetstar Tailstike at YMML
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Reported Jetstar Tailstike at YMML
Herald Sun Reporting
The Australian Transport Safety Bureau is investigating the tail strike involving an Airbus A320 on route to Hobart on Wednesday, which it described as a “serious incident”.
During takeoff from runway 27, the aircraft’s tail struck the runway at 2.49pm.
After becoming airborne, the crew decided to return to Melbourne.
“Our engineers did an inspection and found that the underside of the aircraft’s tail had lightly scraped the runway on take-off.
“There was no structural damage to the aircraft and it will be cleared to return to service on Friday.”
During takeoff from runway 27, the aircraft’s tail struck the runway at 2.49pm.
After becoming airborne, the crew decided to return to Melbourne.
“Our engineers did an inspection and found that the underside of the aircraft’s tail had lightly scraped the runway on take-off.
“There was no structural damage to the aircraft and it will be cleared to return to service on Friday.”
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Taf ymml 110509z 1106/1212 32016g26kt 9999 sct035 bkn045 fm111200
29014kt 9999 -shra bkn030 fm112300 32016g26kt 9999 sct040
bkn050 fm120800 32014kt 9999 bkn045=
metar ymml 110500z 33011kt 9999 few030 bkn045 bkn180 16/07
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bkn050 fm120800 32014kt 9999 bkn045=
metar ymml 110500z 33011kt 9999 few030 bkn045 bkn180 16/07
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If this was JQ 711, the flight reached 22,700' before diverting.
Replay here https://www.flightradar24.com/data/a...vh-vgf#9acf45a
I heard second hand it was the FO's first day on the job! (So to speak)
These things happen - if it was the F/Os first day he/ she will hopefully get over this incident quickly and move on.
This doesn't say much for CASA. Tiger rightfully grounded over safety breaches, yet here we have a carrier with numerous continued breaches over the years? Nothing has been done, which further proves the Tiger grounding was nothing more than a stab at a foreign operator...
This raises a lot of questions.
What about a just culture. Of course a safety culture is of paramount importance, it goes without saying. Who is suggesting sweeping this incident under the carpet ?.
Last edited by propaganda; 14th May 2016 at 02:44.
PoppaJo,
You're speaking garbage. Tiger had no systems in place and no real oversight. Jetstar is a completely different beast, it has a very similar rate of occurance to Qantas. One of the best in the business.
Things like this happen. Jetstar have the training and systems in place to manage it. I'd imagine in a cyclic shortly, there will be a tail strike incident thrown in.
To put it another way, imagine if this happened, the aircraft was inspected and returned to service. Two days later after flying the line it was discovered that there was major damage to the fuselage.
This is exactly what has/is happening over the fence at the competition.
You're speaking garbage. Tiger had no systems in place and no real oversight. Jetstar is a completely different beast, it has a very similar rate of occurance to Qantas. One of the best in the business.
Things like this happen. Jetstar have the training and systems in place to manage it. I'd imagine in a cyclic shortly, there will be a tail strike incident thrown in.
To put it another way, imagine if this happened, the aircraft was inspected and returned to service. Two days later after flying the line it was discovered that there was major damage to the fuselage.
This is exactly what has/is happening over the fence at the competition.
This raises a lot of questions.
This sort of incident is not unique to Jetstar. In fact its surprising that it hasn't happened before on the 321 as they are more prone to a tailstrike than a 320.
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Why Jetstar's latest incident should alarm flyers
Jetstar’s tail strike incident at Melbourne Airport this week puts another red flag over the Qantas subsidiary’s operations and the unwillingness to date of the supposed safety regulator CASA to ground or restrict its flights.
However the ATSB appears to have fast tracked its inquiry into an incident that imperiled the lives of those on the 180 seat passenger jet bound for Hobart, indicating a final report will be provided by this November.
Under previous direction the ATSB has botched and now delayed its attempts at a PelAir crash inquiry (2009) and proven incapable to date of dealing with an astonishing situation where Qantas and Virgin Australia 737s were forced to land in blinding fog with low fuel at Mildura in 2013, and an appalling screw up that caused serious undetected structural damage to a Virgin ATR turboprop in regional service in NSW in 2014.
The ATSB has abundant reasons from the recent operational history of Jetstar for its speedy reaction.
In October last year another Jetstar single aisle Airbus, this time a 215-220 seat A321 was dispatched from Melbourne Airport in such an unsafe loading balance condition for a flight to Perth that it struggled to become airborne.
The same month Jetstar dispatched an A32o from Brisbane for Melbourne a Jetstar A32o left Brisbane for Melbourne with 16 more passengers on board than advised, meaning the aircraft was about 1,328 kg heavier than the take-off weight used to calculate the take-off and landing data for the flight.
These two October 2015 incidents perforce demonstrated that Jetstar, an Australian licensed subsidiary of Qantas, had lost on two occasions the absolutely essential prerequisite of safe operations of knowing how jets were loaded and that the distribution of passenger numbers and below floor baggage or freight was within the approved safe limits that are found in the flight manuals of all jet airliners.
These incidents raised questions of safety culture in Jetstar that have not yet been answered by an ATSB inquiry, nor addressed by CASA, the gutless safety regulator that conducted a grandiose grounding of Singapore owned Tiger Airways in 2011 after it infringed safe minimum altitude requirements over the Leopold estate near Geelong during a night time go-around at Avalon Airport.
CASA was justified in grounding Tiger, but was it justified in treating Jetstar with comparative indifference over a series of equally disturbing incidents at Melbourne, Cairns and Singapore Airports in earlier years?
The response of CASA to persistently unsafe practices or attitudes by Tiger was to first ground the carrier, and then restrict the number of sectors it could fly each day until it acquired a safety culture and a respect for the regulations.
The safety culture of Jetstar ought to be in the dock of public opinion over the October 2015 incidents, and as the ATSB says in its notification of an investigation, the loading data for last Wednesday’s flight will be part of that inquiry.
However the ATSB appears to have fast tracked its inquiry into an incident that imperiled the lives of those on the 180 seat passenger jet bound for Hobart, indicating a final report will be provided by this November.
Under previous direction the ATSB has botched and now delayed its attempts at a PelAir crash inquiry (2009) and proven incapable to date of dealing with an astonishing situation where Qantas and Virgin Australia 737s were forced to land in blinding fog with low fuel at Mildura in 2013, and an appalling screw up that caused serious undetected structural damage to a Virgin ATR turboprop in regional service in NSW in 2014.
The ATSB has abundant reasons from the recent operational history of Jetstar for its speedy reaction.
In October last year another Jetstar single aisle Airbus, this time a 215-220 seat A321 was dispatched from Melbourne Airport in such an unsafe loading balance condition for a flight to Perth that it struggled to become airborne.
The same month Jetstar dispatched an A32o from Brisbane for Melbourne a Jetstar A32o left Brisbane for Melbourne with 16 more passengers on board than advised, meaning the aircraft was about 1,328 kg heavier than the take-off weight used to calculate the take-off and landing data for the flight.
These two October 2015 incidents perforce demonstrated that Jetstar, an Australian licensed subsidiary of Qantas, had lost on two occasions the absolutely essential prerequisite of safe operations of knowing how jets were loaded and that the distribution of passenger numbers and below floor baggage or freight was within the approved safe limits that are found in the flight manuals of all jet airliners.
These incidents raised questions of safety culture in Jetstar that have not yet been answered by an ATSB inquiry, nor addressed by CASA, the gutless safety regulator that conducted a grandiose grounding of Singapore owned Tiger Airways in 2011 after it infringed safe minimum altitude requirements over the Leopold estate near Geelong during a night time go-around at Avalon Airport.
CASA was justified in grounding Tiger, but was it justified in treating Jetstar with comparative indifference over a series of equally disturbing incidents at Melbourne, Cairns and Singapore Airports in earlier years?
The response of CASA to persistently unsafe practices or attitudes by Tiger was to first ground the carrier, and then restrict the number of sectors it could fly each day until it acquired a safety culture and a respect for the regulations.
The safety culture of Jetstar ought to be in the dock of public opinion over the October 2015 incidents, and as the ATSB says in its notification of an investigation, the loading data for last Wednesday’s flight will be part of that inquiry.
Ben Sandilands as always is showing his unabashed bias against Jetstar which he has been going on about since 2006. He is not going to be happy until CASA grounds Jetstar and Qantas shuts it down. His complete misunderstanding of the Tiger grounding puts him in the same category as GT in terms of quality aviation journalism.
Just for info Ben, weight and balance issues have been addressed by CASA and Jetstar with the loading process now firmly in the hands of the flight crew. I would also put forward the suggestion that the reason JANZ has a new CEO is because of the two incidents. So far from nothing being done, plenty has been done and changes are still ongoing. BTW when you stop foaming at the mouth about Jetstar you might want to spend some time researching how Qantas has also had W&B incidents and that was with a centalised load control.
Just for info Ben, weight and balance issues have been addressed by CASA and Jetstar with the loading process now firmly in the hands of the flight crew. I would also put forward the suggestion that the reason JANZ has a new CEO is because of the two incidents. So far from nothing being done, plenty has been done and changes are still ongoing. BTW when you stop foaming at the mouth about Jetstar you might want to spend some time researching how Qantas has also had W&B incidents and that was with a centalised load control.
I heard second hand it was the FO's first day on the job! (So to speak)
Last edited by Capt Fathom; 14th May 2016 at 04:17.