Aircraft off runway at LPL
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https://www.gov.uk/aaib-reports/bomb...9-january-2008
There have been previous moments with GLEX brakes... caused a fair amount of damage this 2008 event.. may of course be totally unrelated to this incident.
There have been previous moments with GLEX brakes... caused a fair amount of damage this 2008 event.. may of course be totally unrelated to this incident.
More likely a nose wheel steering failure, that's a more common Global Express issue.
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in what universe? A brand new global 6000 is about $43-48m depending on the time of year you buy it. Pre owned 6000 would be below $40m
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Y
There wouldn’t only be skid marks on the runway if someone tried that with me.
The nose-wheels losing traction at moderate speed is a thoroughly unpleasant experience.
For what it's worth, RET (Rapid Exit Taxiways) at larger airports have a design speed (i.e. the maximum speed in which one can turn into them) of 50 knots in the wet.
The nose-wheels losing traction at moderate speed is a thoroughly unpleasant experience.
More likely a nose wheel steering failure, that's a more common Global Express issue.
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ttfn
Had a nose wheel failure after engine start on a quick turnaround on the last leg on our way to home base (a 15 minute flight).
We taxied, made the takeoff and then landed and taxied to our ramp at home base without any issues... Was it a smooth as when using the nose wheel? Of course not. However if you kept the aircraft rolling and used differential braking it was not an issue.
Appears to have left the taxiway to the right of the RET prior to the narrowing taxiway. Also no sign of any Flap or even Slat extension; can't believe they'd have retracted them all after the event with all that mud in the system!!
The Global has a very short and tough maingear - I'm sure it'll buff out.
The Global has a very short and tough maingear - I'm sure it'll buff out.
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Well she's still on the ground now at Liverpool so I'm guessing our lovely mud did some damage. I wonder how much responsibility Liverpool airport will need to take with that sudden ending of the tarmac as I bet you a pound that will be at least partial blame despite the pilots not being towards the centre line. That is assuming they haven't had another issue
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Well she's still on the ground now at Liverpool so I'm guessing our lovely mud did some damage. I wonder how much responsibility Liverpool airport will need to take with that sudden ending of the tarmac as I bet you a pound that will be at least partial blame despite the pilots not being towards the centre line. That is assuming they haven't had another issue
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Maybe Liverpool airport will give the operators a bill: "You ruined our mud and we had to get the gardeners in"!
The whole thing reminds me of the opening of the current Jeddah airport (OEJN) in 1981. I seem to remember the new airport differed from the old (downtown) airport with the taxiway lighting. The old had lighting in the centre but the new one had the lighting on the edges. The lighting didn't extend down the full length of the taxiway but appeared at corners or bends. In addition to the nice big runways and taxiways, the new airport featured monsoon drains alongside the paved surfaces (who would have imagined that? Monsoon drains in the desert!) These drains were about 4 feet deep and perhaps 8 feet wide with sloping concrete walls. Within the first couple of days, there were 2 incidents in which a couple of flights (Swiss Air and BA) came unstuck. They had started following the blue lights and realised at the last second the lights were leading them into the monsoon drain. They both stopped but had to get assistance to back off and get back on track. A minor inconvenience! However, a few nights later, I was in the tower, finishing a long day's work, having a fag and a cuppa with the duty controller, when a Sudan Air 707 arrived. It was dark, about 22:30, and the controller gave the newly arrived 707 instructions for the taxi to the stand. A few minutes later, the controller remarked that he was taking his time getting to the gate, so he called him and asked if all was well, did the driver need any assistance such as a Follow Me truck etc? The pilot replied he was OK. This happened a couple of times with still no sign of the aircraft. The controller even asked me to look out of the tower window to see if the aircraft had parked (the allocated gate was just below the tower). Nothing there. I eventually went home with still no sign of the 707.
When I came into work the next morning, I was walking up the steps at the entrance to the tower when a the Sudan Air pilot appeared on his way out of the tower, with a Saudi Air Force policeman on each arm. I will never forget the look on the pilot's face; he had a huge silly grin across his face as if he hadn't a care in the world. When I got to my office, I asked my mate who was an ICAO advisor in the office next to mine what was going on? He took me back out to the tower entrance and pointed across the tarmac to a rather battered Sudan Air 707. At least a couple of engines were wrecked, there were scratches and scrapes on the belly and each wing. It was a mess! It seems the pilot had fallen for the confusing blue light trap and, rather than call for help, he decided he could tough it out and took his aeroplane off-roading!
The whole thing reminds me of the opening of the current Jeddah airport (OEJN) in 1981. I seem to remember the new airport differed from the old (downtown) airport with the taxiway lighting. The old had lighting in the centre but the new one had the lighting on the edges. The lighting didn't extend down the full length of the taxiway but appeared at corners or bends. In addition to the nice big runways and taxiways, the new airport featured monsoon drains alongside the paved surfaces (who would have imagined that? Monsoon drains in the desert!) These drains were about 4 feet deep and perhaps 8 feet wide with sloping concrete walls. Within the first couple of days, there were 2 incidents in which a couple of flights (Swiss Air and BA) came unstuck. They had started following the blue lights and realised at the last second the lights were leading them into the monsoon drain. They both stopped but had to get assistance to back off and get back on track. A minor inconvenience! However, a few nights later, I was in the tower, finishing a long day's work, having a fag and a cuppa with the duty controller, when a Sudan Air 707 arrived. It was dark, about 22:30, and the controller gave the newly arrived 707 instructions for the taxi to the stand. A few minutes later, the controller remarked that he was taking his time getting to the gate, so he called him and asked if all was well, did the driver need any assistance such as a Follow Me truck etc? The pilot replied he was OK. This happened a couple of times with still no sign of the aircraft. The controller even asked me to look out of the tower window to see if the aircraft had parked (the allocated gate was just below the tower). Nothing there. I eventually went home with still no sign of the 707.
When I came into work the next morning, I was walking up the steps at the entrance to the tower when a the Sudan Air pilot appeared on his way out of the tower, with a Saudi Air Force policeman on each arm. I will never forget the look on the pilot's face; he had a huge silly grin across his face as if he hadn't a care in the world. When I got to my office, I asked my mate who was an ICAO advisor in the office next to mine what was going on? He took me back out to the tower entrance and pointed across the tarmac to a rather battered Sudan Air 707. At least a couple of engines were wrecked, there were scratches and scrapes on the belly and each wing. It was a mess! It seems the pilot had fallen for the confusing blue light trap and, rather than call for help, he decided he could tough it out and took his aeroplane off-roading!
de minimus non curat lex
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