Falcon 2000 Fire at Biggin Hill
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Not good at all.
I wonder if this "brake defect" should have been picked up sooner?
It must have been flying or intended to fly as it had crew on board.
Could the "dragging brake" not have been detected sooner? E.G., more power required for taxi, to have got the brake get as hot as it obviously did. If it had been on a flight, one would hope the decreased acceleration would have been spotted on an accelerometer readout, before V1.
I have great respect for wheels, tyres and brakes, among other devices on aircraft as I am very aware, that these items can very quickly lead to the loss of an aircraft, should faults arise or they become neglected.
All due respects to engineers I am always suspicious of an aircraft that has just come out of maintenance.
I wonder if this "brake defect" should have been picked up sooner?
It must have been flying or intended to fly as it had crew on board.
Could the "dragging brake" not have been detected sooner? E.G., more power required for taxi, to have got the brake get as hot as it obviously did. If it had been on a flight, one would hope the decreased acceleration would have been spotted on an accelerometer readout, before V1.
I have great respect for wheels, tyres and brakes, among other devices on aircraft as I am very aware, that these items can very quickly lead to the loss of an aircraft, should faults arise or they become neglected.
All due respects to engineers I am always suspicious of an aircraft that has just come out of maintenance.
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As an engineer, I am always suspicious of what has been happening to the aircraft between maintenance!!
Always check your accelerometer before lift off, what a W......r!
Always check your accelerometer before lift off, what a W......r!
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Hello Tony!!
Just as well for aviation you have retired. How long have you been working on the Falcon 200ex then? That's a new one, even for me. Senility can creep in before one knows it.
Need to check acceleration read outs well before lift off old chap.
You strike me as one who has never made mistakes. Did you ever make a mistake Tony? I make make mistakes almost every day, and dont have a big problem admitting the fact.
Just as well for aviation you have retired. How long have you been working on the Falcon 200ex then? That's a new one, even for me. Senility can creep in before one knows it.
Need to check acceleration read outs well before lift off old chap.
You strike me as one who has never made mistakes. Did you ever make a mistake Tony? I make make mistakes almost every day, and dont have a big problem admitting the fact.
Last edited by doubleu-anker; 17th Nov 2009 at 08:11.
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I was qualified on the F200(0)Ex when I was employed at BMW. However, I've never flown one, so unaware of the modern finer points of departing terra firma.
As a pax. I would much prefer the driver to be monitoring the A.S.I on take off.
I'm still working for a VVip operation to the west of you, operating Gulfstream and Airbus's
Have we met?
Tony
As a pax. I would much prefer the driver to be monitoring the A.S.I on take off.
I'm still working for a VVip operation to the west of you, operating Gulfstream and Airbus's
Have we met?
Tony
Join Date: Mar 2004
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All due respects to engineers I am always suspicious of an aircraft that has just come out of maintenance.
A short list of what has happened to me in just 20 years.
1) Fuel line in tank not put together properly. Found out after repositioning from maintenance and refuelling. (and then leaking like hell) Could have been a torch.
2) Outflow valve not connected.
3) Janitrol heater: ignitor taken out, cleaned and not put back in.
4) Phase on engines not done but documented. Came to light as no sample results came back from spectral analyses.
5) Fold up seat harnesses in KingAir fitted by simply drilling a hole in aft pressure bulkhead and puttiing screws through these, quite contrary to the instructions of Beech. Found out 8 years later when cabin was refurbished!
6) Wrong pressure gauge changed and wrongly documented (aks to change emer blow down bottle gauge and emer brake bottle gauge was exchanged)
7) Wrong material used on a bleed line. resulted in hot air leaving said tube after 15 minutes of flight....
8) Engines after overhaul completely misrigged (PT-6) Papers signed!!!
9) Whitnessed an engine run up trial with the fuel nozzles not secured. Fuel spray all over the place.
10) Trim cable on CJ misrigged, trim was hard to operate.
11) Airplane that I flew on fell of stands because of improper securing (Citation III)
And a lot more of little things that were forgotten or done wrongly.
Again, we all make mistakes. Before you go one and say that all of this probably happened at smallish mx providers....all of these things happened at very well known mx facilities just like AeroDienst, RUAG, JetAviation, Beech service center etc.
OTOH I have seen pilots do things....
This post is intended to make folks aware of the need to be very cautious when accepting aeroplanes from maintenance, not slagging engineers.
A lot of pilots just come and take the airplane from the shop....
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All due respects to engineers I am always suspicious of an aircraft that has just come out of maintenance.
This however will not be on a list that you can simply work your way through!
Any work an engineer carries out stays with that aircraft. Pilots simply fly it and walk away job done. Flight data recorders, Voice recorders, QAR's etc. are changing this.
Flight deck video monitoring will be with us soon I'm sure.
A cheap and simple iphone app. could record everything pilots do/say. Probably be on every car dashboard first though.
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Tony.
You probably don't know me as I was being a smart a**e in my address to you.
Yes I agree. Airspeed monitoring is important on take off. Of course it is. However, it is the rate of airspeed increase (hopefully it is increasing!) that may give a clue, something maybe amiss. Whether the crew in this instance got airborne I don't know.
Picking an aircraft up from maintenance, no matter how much work has been done or how little and flying the thing, you have made yourself a "test pilot" of some degree, like it or not.
You probably don't know me as I was being a smart a**e in my address to you.
Yes I agree. Airspeed monitoring is important on take off. Of course it is. However, it is the rate of airspeed increase (hopefully it is increasing!) that may give a clue, something maybe amiss. Whether the crew in this instance got airborne I don't know.
Picking an aircraft up from maintenance, no matter how much work has been done or how little and flying the thing, you have made yourself a "test pilot" of some degree, like it or not.
...Anyone know of any Falcon hostie jobs going? (experience on type 900 + 50) PPRuNe Handmaiden
Flintstone answered the question in post #2.
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Possible lead for glamourjetgirl
Hi
You could try us at us at VistaJet. I am not involved in crew recruitment but what i do know we are taking delivery of a new Challenger 605, and 2 x Ch 850's in the next 12 weeks and so will need great cabin attendants.
You can apply through the website, or drop me a PM with your details and CV and i will send it on for you if you prefer.
Hope this helps
DJ101
You could try us at us at VistaJet. I am not involved in crew recruitment but what i do know we are taking delivery of a new Challenger 605, and 2 x Ch 850's in the next 12 weeks and so will need great cabin attendants.
You can apply through the website, or drop me a PM with your details and CV and i will send it on for you if you prefer.
Hope this helps
DJ101
Last edited by deskjockey101; 17th Nov 2009 at 20:34. Reason: forgot to put receipient on
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Anyone know if the airframe be written off? I imagine fairly substantial damage if it really got hold. Someone must have pictures!!
The vultures round here will have to wait for time and AAIB.
