Midex 747
Join Date: Oct 2009
Location: Netherlands
Age: 42
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F-GCBM and GCBL are still waiting delivery at Schiphol......
Seems not going to happen in the near future.
JetPhotos.Net Photo » F-GCBL (CN: 24735) Midex Airlines Boeing 747-228F(SCD) by Dutch
JetPhotos.Net Photo » F-GCBM (CN: 24879) Midex Airlines Boeing 747-228F(SCD) by Dutch
Seems not going to happen in the near future.
JetPhotos.Net Photo » F-GCBL (CN: 24735) Midex Airlines Boeing 747-228F(SCD) by Dutch
JetPhotos.Net Photo » F-GCBM (CN: 24879) Midex Airlines Boeing 747-228F(SCD) by Dutch
Join Date: Jun 2005
Location: Florida
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Aircraft Delays...
The main reason for the delay is a paperwork problem between the UAE, the French and the Dutch. It is in the process of being sorted out and only the powers that be know when it will happen. We are all looking forward to their arrival.
Join Date: Jan 2006
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After this perhaps...
FOR IMMEDIATE RELEASE: May 27, 2010
SB-10-20
FOUR RECENT UNCONTAINED ENGINE FAILURE EVENTS PROMPT NTSB TO ISSUE URGENT SAFETY RECOMMENDATIONS TO FAA
Washington, DC - The National Transportation Safety Board today issued two urgent safety recommendations to the Federal Aviation Administration (FAA). The first recommendation asks that the FAA require operators of aircraft equipped with a particular model engine to immediately perform blade borescope inspections (BSI) of the high pressure turbine rotor at specific intervals until the current turbine disk can be redesigned and replaced with one that can withstand the unbalance vibration forces from the high pressure rotor. The second recommendation asks the FAA to require the engine manufacturer to immediately redesign the disk. The NTSB issued an additional recommendation for a requirement that operators perform a second type of inspection and another recommendation related to the engine manufacturer regarding the installation of the replacement disk.
All four recommendations apply to the low pressure turbine (LPT) stage 3 (S3) rotor disk in the General Electric (GE) CF6-45/50 series turbofan engines that can fail unexpectedly when excited by high-pressure (HP) rotor unbalance.
An uncontained engine event occurs when an engine failure results in fragments of rotating engine parts penetrating and exiting through the engine case. Uncontained turbine engine disk failures within an aircraft engine present a direct hazard to an airplane and its passengers because high-energy disk fragments can penetrate the cabin or fuel tanks, damage flight control surfaces, or sever flammable fluid or hydraulic lines. Engine cases are not designed to contain failed turbine disks. Instead, the risk of uncontained disk failure is mitigated by designating disks as safety-critical parts, defined as the parts of an engine whose failure is likely to present a direct hazard to the aircraft.
In its safety recommendations to the FAA, the NTSB cited four foreign accidents, which the NTSB is either investigating or participating in an investigation led by another nation, in which the aircraft experienced an uncontained engine failure of its GE CF6-45/50 series engine.
The date, location, and circumstances of these four events (none had injuries or fatalities) are as follows:
On July 4, 2008, a Saudi Arabian Airlines (Saudia) Boeing 747-300 experienced an engine failure during initial climb after takeoff from Jeddah, Kingdom of Saudi Arabia. This investigation has been delegated to the NTSB.
On March 26, 2009, an Arrow Cargo McDonnell Douglas DC-10F, about 30 minutes after takeoff from Manaus, Brazil, experienced loss of oil pressure in one engine. The pilots shut down the engine and diverted to Medellin, Columbia. This investigation has been delegated to the NTSB.
On December 17, 2009, a Jett8 Cargo Boeing 747-200F airplane was passing through 7,000 feet above ground level (agl) when the flight crewmembers heard a muffled explosion and immediately applied left rudder. With one engine losing oil pressure, the airplane returned to land at Changi, Singapore. The NTSB is participating in the investigation that is being led by the Air Accident Investigation Bureau of Singapore.
On April 10, 2010, an ACT Cargo Airbus A300B4 experienced an engine failure while accelerating for takeoff at Manama, Bahrain. The crew declared an emergency, rejected the takeoff, activated the fire suppression system, and evacuated the airplane. The NTSB is participating in the investigation that is being led by the Bahrain Ministry of Transportation - Civil Aviation.
The four recommendations to the FAA are as follows:
Immediately require operators of CF6-45/50-powered airplanes to perform high pressure turbine rotor blade borescope inspections every 15 flight cycles until the low pressure turbine stage 3 disk is replaced with a redesigned disk that can withstand the unbalance vibration forces from the high pressure rotor. (Urgent)
Require operators of CF6-45/50-powered airplanes to perform fluorescent penetrant inspections of CF6-45- 50- low pressure turbine stage 3 disks at every engine shop visit until the low pressure turbine stage 3 disk is replaced with a redesigned disk that can withstand the unbalance vibration forces from the high pressure rotor.
Immediately require General Electric Company to redesign the CF6-45/50 low pressure turbine stage 3 disk so that it will not fail when exposed to high pressure rotor unbalance forces. (Urgent)
Once General Electric Company has redesigned the CF6- 45/50 low pressure turbine (LPT) stage 3 disk in accordance with Safety Recommendation [3], require all operators of CF6-45/50-powered airplanes to install the newly designed LPT S3 at the next maintenance opportunity.
SB-10-20
FOUR RECENT UNCONTAINED ENGINE FAILURE EVENTS PROMPT NTSB TO ISSUE URGENT SAFETY RECOMMENDATIONS TO FAA
Washington, DC - The National Transportation Safety Board today issued two urgent safety recommendations to the Federal Aviation Administration (FAA). The first recommendation asks that the FAA require operators of aircraft equipped with a particular model engine to immediately perform blade borescope inspections (BSI) of the high pressure turbine rotor at specific intervals until the current turbine disk can be redesigned and replaced with one that can withstand the unbalance vibration forces from the high pressure rotor. The second recommendation asks the FAA to require the engine manufacturer to immediately redesign the disk. The NTSB issued an additional recommendation for a requirement that operators perform a second type of inspection and another recommendation related to the engine manufacturer regarding the installation of the replacement disk.
All four recommendations apply to the low pressure turbine (LPT) stage 3 (S3) rotor disk in the General Electric (GE) CF6-45/50 series turbofan engines that can fail unexpectedly when excited by high-pressure (HP) rotor unbalance.
An uncontained engine event occurs when an engine failure results in fragments of rotating engine parts penetrating and exiting through the engine case. Uncontained turbine engine disk failures within an aircraft engine present a direct hazard to an airplane and its passengers because high-energy disk fragments can penetrate the cabin or fuel tanks, damage flight control surfaces, or sever flammable fluid or hydraulic lines. Engine cases are not designed to contain failed turbine disks. Instead, the risk of uncontained disk failure is mitigated by designating disks as safety-critical parts, defined as the parts of an engine whose failure is likely to present a direct hazard to the aircraft.
In its safety recommendations to the FAA, the NTSB cited four foreign accidents, which the NTSB is either investigating or participating in an investigation led by another nation, in which the aircraft experienced an uncontained engine failure of its GE CF6-45/50 series engine.
The date, location, and circumstances of these four events (none had injuries or fatalities) are as follows:
On July 4, 2008, a Saudi Arabian Airlines (Saudia) Boeing 747-300 experienced an engine failure during initial climb after takeoff from Jeddah, Kingdom of Saudi Arabia. This investigation has been delegated to the NTSB.
On March 26, 2009, an Arrow Cargo McDonnell Douglas DC-10F, about 30 minutes after takeoff from Manaus, Brazil, experienced loss of oil pressure in one engine. The pilots shut down the engine and diverted to Medellin, Columbia. This investigation has been delegated to the NTSB.
On December 17, 2009, a Jett8 Cargo Boeing 747-200F airplane was passing through 7,000 feet above ground level (agl) when the flight crewmembers heard a muffled explosion and immediately applied left rudder. With one engine losing oil pressure, the airplane returned to land at Changi, Singapore. The NTSB is participating in the investigation that is being led by the Air Accident Investigation Bureau of Singapore.
On April 10, 2010, an ACT Cargo Airbus A300B4 experienced an engine failure while accelerating for takeoff at Manama, Bahrain. The crew declared an emergency, rejected the takeoff, activated the fire suppression system, and evacuated the airplane. The NTSB is participating in the investigation that is being led by the Bahrain Ministry of Transportation - Civil Aviation.
The four recommendations to the FAA are as follows:
Immediately require operators of CF6-45/50-powered airplanes to perform high pressure turbine rotor blade borescope inspections every 15 flight cycles until the low pressure turbine stage 3 disk is replaced with a redesigned disk that can withstand the unbalance vibration forces from the high pressure rotor. (Urgent)
Require operators of CF6-45/50-powered airplanes to perform fluorescent penetrant inspections of CF6-45- 50- low pressure turbine stage 3 disks at every engine shop visit until the low pressure turbine stage 3 disk is replaced with a redesigned disk that can withstand the unbalance vibration forces from the high pressure rotor.
Immediately require General Electric Company to redesign the CF6-45/50 low pressure turbine stage 3 disk so that it will not fail when exposed to high pressure rotor unbalance forces. (Urgent)
Once General Electric Company has redesigned the CF6- 45/50 low pressure turbine (LPT) stage 3 disk in accordance with Safety Recommendation [3], require all operators of CF6-45/50-powered airplanes to install the newly designed LPT S3 at the next maintenance opportunity.
Join Date: Jan 2003
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http://www.pprune.org/rumours-news/3...ul-08-a-2.html
This maybe true concerning this A/D.
But I do know I operated this aircraft with the Asian carrier ACMI for Saudia, many times.
Phuket Air.HS VAC registration.
This engine and operator is listed in FAA A/D.
This engine was signed off by MX many times for severe overheating and vibrations.
It should have been changed long before it came apart.
It was not a surprise and a known issue when it finally disintegrated.
To have such a change for operators that tries to follow the rules is just a bad judgment call.
A normal operator would have changed this engine weeks before it came apart.
So for those that operate incorrectly, the rest of us has to pay the price.
Any airline worth is salt would have changed this engine weeks before it came apart.
So carriers have to do this now, just because some other low life carriers did not do an engine change when problems started, or follow the MX procedures.
Just to keep the aircraft in service with a risk of losing the Saudia contract was what was in place here, look what happened as an end result.
Then tried to blame it on G/E when they continued to operate like this with known documented tech log out of tolerance writeup.
Sorry if the truth hurts, but the excuse is total B/S.
This maybe true concerning this A/D.
But I do know I operated this aircraft with the Asian carrier ACMI for Saudia, many times.
Phuket Air.HS VAC registration.
This engine and operator is listed in FAA A/D.
This engine was signed off by MX many times for severe overheating and vibrations.
It should have been changed long before it came apart.
It was not a surprise and a known issue when it finally disintegrated.
To have such a change for operators that tries to follow the rules is just a bad judgment call.
A normal operator would have changed this engine weeks before it came apart.
So for those that operate incorrectly, the rest of us has to pay the price.
Any airline worth is salt would have changed this engine weeks before it came apart.
So carriers have to do this now, just because some other low life carriers did not do an engine change when problems started, or follow the MX procedures.
Just to keep the aircraft in service with a risk of losing the Saudia contract was what was in place here, look what happened as an end result.
Then tried to blame it on G/E when they continued to operate like this with known documented tech log out of tolerance writeup.
Sorry if the truth hurts, but the excuse is total B/S.
Last edited by Earl; 18th Jun 2010 at 20:30.
Join Date: Apr 2010
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The rumour is that all is not well at Midex. I dont think the comapny is making any money (or more likely losing more than the owners would like). A freind told me their B4's are under-utilised - why would they need so much extra 74 capacity?
Join Date: Jun 2006
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Quite obvious, with EY operating A340-600 with payload equivalent to that of A300B4, i will be surprised if these B4s make any money at all todays OIL PRICE.
TNT have got rid of their fleet DHL are managing due to german subsidies @ LEIPZIG. Midex to me never made sense.
Whats the score on the ADAT contract with Midex, any ADAT employess here ? They were recruiting for a immediate start last month, world wide, incl here in Jo'berg.
TNT have got rid of their fleet DHL are managing due to german subsidies @ LEIPZIG. Midex to me never made sense.
Whats the score on the ADAT contract with Midex, any ADAT employess here ? They were recruiting for a immediate start last month, world wide, incl here in Jo'berg.