Kalitta splits in two
Joined: Feb 2008
Posts: 94
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From: UK
http://www.flightglobal.com/articles...-take-off.html
that seems very plausable - aircraft at V1 or just afer has a fire alert and rejects the take - off, leaving little breathing room for slowing down at near rotation speed for a heavy loaded freighter.
will be a brown trousers moment for any freight dog to suddenly lose an engine at a critical time.
Pilots of the Kalitta Air Boeing 747-200 freighter destroyed after overrunning at Brussels rejected the take-off at about the same time as air traffic controllers observed a fire in one of the aircraft’s two right-hand engines.
will be a brown trousers moment for any freight dog to suddenly lose an engine at a critical time.
All OK
Joined: Jun 2001
Posts: 518
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From: Chicago, IL, USA
Interesting theory.
Originally Posted by L-38
N704CK's fractured fuselage breaks are reminiscent of the animated rendition of where TWA 800 broke apart after it's belly blast. Similar fracture points?
Joined: Nov 2000
Posts: 2,027
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From: on the beach
No. I am just wonder what happened; did it break apart on takeoff or after rejecting for an engine failure? I am sure the investigations will reveal what actually happened.
Don't think the aircraft took off mate, thought it aborted around V1.
One would sincerely hope that the accident investigation DOES reveal what happened.
Don't think the aircraft took off mate, thought it aborted around V1.
One would sincerely hope that the accident investigation DOES reveal what happened.
Joined: Oct 2007
Posts: 287
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From: KLAX
"So, you're suggesting it was either a bomb or it was shot down?"
Yeah - 704 suffered a direct hit, shot down by a midget while laying on his back on the runway centerline. .(just after the nose wheel squished him).
No . . . . . Post #45 should read - common fail point when stressed . . . that's all, nothing more.
Yeah - 704 suffered a direct hit, shot down by a midget while laying on his back on the runway centerline. .(just after the nose wheel squished him).
No . . . . . Post #45 should read - common fail point when stressed . . . that's all, nothing more.
Last edited by L-38; 30th May 2008 at 16:03.
Joined: Jul 2002
Posts: 313
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From: Trailer in BC
ex dog
PNR or Point of No return ( as you put it) has nothing to do with V speeds. If a very old and Big aircraft such as a 747 classic suffers a major malfunction such as two engines failing during the TO roll or it breaks in half after V1 it may just warrant rejecting the Take Off. 
The experts should find the cause so we don't have to.
The experts should find the cause so we don't have to.
Joined: Mar 2008
Posts: 198
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From: cloud 9
Why the hurry to start fuel jettison? The a/c would only be 300-310 tonnes, with a max. landing weight of 285 tonnes. Stick to company SOPs regarding flight following an engine failure. With 2 engines losing power - that's a different story!
So far there doesn't seem to be any evidence that the RTO was started after V1, nor that 2 engines lost power.
So far there doesn't seem to be any evidence that the RTO was started after V1, nor that 2 engines lost power.
Joined: Apr 2007
Posts: 3
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From: Europe
If you loose 2 engines after V1, it's just not your lucky day...
V1 is a calculated figure which is giving the relation between ASDA and TORA.
At this specific point (speed vs rwy lenght) the decision Has to be made to either stop or go. Make the decision a few knots before V1, 'cause with the acceleration your initiation may well be later than V1...
Anything later than that and you're committed to go. That's what you briefed in the first place.
Only with a relatively light aircraft and a very long rwy (not limiting)
there's room for improvisation if it's gonna save your asses.
Try EdwardsAFB...
The difficult one is when the problem occures just before V1 but remains unnoticed or the action is delayed until you've already passed the magic number...-> It's now a GO because as per your calculations you Will go off the runway if you try to stop the beast at this point...
It's all in the Boeing FCTM if you have one.
Sorry for being a bit academic, but this stop/go discussion was leading us nowhere...
Guys take care outthere and I suggest you request Rwy 25 for a while when in Bru.
Chrz,
V1 is a calculated figure which is giving the relation between ASDA and TORA.
At this specific point (speed vs rwy lenght) the decision Has to be made to either stop or go. Make the decision a few knots before V1, 'cause with the acceleration your initiation may well be later than V1...
Anything later than that and you're committed to go. That's what you briefed in the first place.
Only with a relatively light aircraft and a very long rwy (not limiting)
there's room for improvisation if it's gonna save your asses.
Try EdwardsAFB...
The difficult one is when the problem occures just before V1 but remains unnoticed or the action is delayed until you've already passed the magic number...-> It's now a GO because as per your calculations you Will go off the runway if you try to stop the beast at this point...
It's all in the Boeing FCTM if you have one.
Sorry for being a bit academic, but this stop/go discussion was leading us nowhere...
Guys take care outthere and I suggest you request Rwy 25 for a while when in Bru.
Chrz,