Essendon today
A long time ago, at a RAAF Base that will remain nameless, a deeper level maintenance facility was set up for a needle-nosed delta-winged aluminium death-tube, of a type that will remain nameless. Post-maintenance checks included run-ups of the aircraft’s engine which was very good at turning Avtur into noise, heat and thrust very, very quickly. At full AB no park brake or chock would prevent the aircraft from moving.
Part of an existing taxiway was modified by ‘slotting’ metal ‘sleeves’ into which a special bracket inserted into the mainwheel axles of the aircraft would slide. Those metal brackets were of Sydney Harbour Bridge stanchion strength. During normal operations aircraft would just taxi over the slots. Anyhooo….
Comes the day to do the first engine test using the brackets inserted into the sleeves. Everything is set up with the brackets secured in the mainwheel axles and taxiway slots. Wind up the engine and everything’s looking secure and safe. Time for full AB. (Only those who work or have worked closely with these kinds of aircraft know the ‘whole of body’ experience that is being in close proximity to an engine in full AB. Most people would wear kidney belts to preserve those organs…)
The nose gear is at maximum compression as the jet is just aching to be let loose.
Then two things happened, only one of which was initially noticed by those in close proximity. The grass next to the taxiway caught fire because of the heat of the afterburner. Flame and smoke, but the fire front is a long distance from any valuable assets and propagating quite slowly. A distracting focus, nonetheless.
The second thing was a little more problematic and took a little longer to comprehend. The taxiway in front of the slots was starting to compress and crumble! The slot was being ‘bulldozed’ through the taxiway by the pressure.
When a sumpie in the cockpit of one of these things sees all his colleagues walking backwards slowly, waving one arm urgently while giving the ‘knife across the throat’ signal, the hint will usually be taken.
I reckon if the tarmac had given way completely while the engine was in full AB, the jet would have been in the main street of the town adjacent to the Base before the sumpie had a chance to react to shut the engine down.
Part of an existing taxiway was modified by ‘slotting’ metal ‘sleeves’ into which a special bracket inserted into the mainwheel axles of the aircraft would slide. Those metal brackets were of Sydney Harbour Bridge stanchion strength. During normal operations aircraft would just taxi over the slots. Anyhooo….
Comes the day to do the first engine test using the brackets inserted into the sleeves. Everything is set up with the brackets secured in the mainwheel axles and taxiway slots. Wind up the engine and everything’s looking secure and safe. Time for full AB. (Only those who work or have worked closely with these kinds of aircraft know the ‘whole of body’ experience that is being in close proximity to an engine in full AB. Most people would wear kidney belts to preserve those organs…)
The nose gear is at maximum compression as the jet is just aching to be let loose.
Then two things happened, only one of which was initially noticed by those in close proximity. The grass next to the taxiway caught fire because of the heat of the afterburner. Flame and smoke, but the fire front is a long distance from any valuable assets and propagating quite slowly. A distracting focus, nonetheless.
The second thing was a little more problematic and took a little longer to comprehend. The taxiway in front of the slots was starting to compress and crumble! The slot was being ‘bulldozed’ through the taxiway by the pressure.
When a sumpie in the cockpit of one of these things sees all his colleagues walking backwards slowly, waving one arm urgently while giving the ‘knife across the throat’ signal, the hint will usually be taken.
I reckon if the tarmac had given way completely while the engine was in full AB, the jet would have been in the main street of the town adjacent to the Base before the sumpie had a chance to react to shut the engine down.
Last edited by Lead Balloon; 26th Aug 2021 at 03:57. Reason: Fix typos
G Rivet. agree with you. My observations in Port Moresby is that other than idle engine runs for compressor wash/rinse or checking for oil leaks post maintenance, anything above idle is always in the run up bay or compass swing area. No matter the size of the aircraft.
I wouldn't know. I was in the urinal at the time...
It is not my position to comment on this unfortunate incident.
What I will say that the procedure in a very well disciplined company I worked for was to take the following precautions for any engine ground runs: Park brake applied, chocks in front of each MLG, aircraft pointed towards an “escape route” in case it jumped the chocks, a qualified person in the flightdeck command seat at all times, and, if necessary, a spotter to to keep a general eye on things.
What I will say that the procedure in a very well disciplined company I worked for was to take the following precautions for any engine ground runs: Park brake applied, chocks in front of each MLG, aircraft pointed towards an “escape route” in case it jumped the chocks, a qualified person in the flightdeck command seat at all times, and, if necessary, a spotter to to keep a general eye on things.
?? your first line says it is not my position to comment..... Then you go on with a paragraph of comments ??
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Yes KRviator,
I thought I had read about that one before and it doesn't matter what size jet it is, it can happen.
The Airbus accident also caused a bit of a problem when everything stopped moving.
Shutting down two of the engines proved a bit of a problem. They drowned one with water and foam to stop it and they couldn't shut the other one down. It took about 9 hours for the tank to run dry to stop it!
It was referenced in the QF32 report at page 36 Airbus Accident Mention
Tinkicker
I thought I had read about that one before and it doesn't matter what size jet it is, it can happen.
The Airbus accident also caused a bit of a problem when everything stopped moving.
Shutting down two of the engines proved a bit of a problem. They drowned one with water and foam to stop it and they couldn't shut the other one down. It took about 9 hours for the tank to run dry to stop it!
It was referenced in the QF32 report at page 36 Airbus Accident Mention
Tinkicker
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Why do people do a run up facing a fence, building or other ac?
Brave lad in the cockpit. Chose to stay with it and put it into the only clearing rather than the nearby school and day care center.
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Once upon a time, Essendon Airport had acres of space and plenty of open areas to do a run up. These days developers have boxed the apron in, a similar story for a lot of Australian city airports. I'm unsure of the specifics of this particular accident, but considering that developers' brains are wired to only see the runway requirement and not much else then it's no surprise they are taking every inch they can of this land parcel for themselves.
Have a look but there is a recently released NOTAM warning that on certain runways given certain wind strengths and directions a pilot can expect turbulence.
I have no doubt that turbulence comes from the the box warehouses.
Look again. On final for runway 22 there is a dandy raised mast. Don't stray off the approach centre line!
I have no doubt that turbulence comes from the the box warehouses.
Look again. On final for runway 22 there is a dandy raised mast. Don't stray off the approach centre line!
Look again. On final for runway 22 there is a dandy raised mast. Don't stray off the approach centre line!
The way Moorabbin is going what does the future hold for the airport and the museum in particular.
can it go the way of the Bankstown aviation museum when the leaseholders wanted more returns
can it go the way of the Bankstown aviation museum when the leaseholders wanted more returns
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The MAC invested in the CAE building. I wonder how that will go during the COVID recovery? Has the landlord given the the business a rental reduction?
Sorry for the thread drift. Back to Essendon Today
