KAL-Cargo again.....
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Join Date: May 2003
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KAL-Cargo again.....
A B744 landed in ELLX and blow a few tires. Groundcrew refused
to go close to the Aircraft for about 40 min and advised the Crew
to leave the parkibg brake released...... 13.000 ft RWY was too short?
Who has more details about that one?
NG
to go close to the Aircraft for about 40 min and advised the Crew
to leave the parkibg brake released...... 13.000 ft RWY was too short?
Who has more details about that one?
NG
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How about the B744 which almost stalled after takeoff, V2-35kts, in the stick shake. In manual flight, not understanding the flight director modes....and the Captain was a check pilot. Oh well. So many, too little time.
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"13.000 ft RWY was too short?"
Last year one of our 747's blew several tires while landing on a 15,000 ft runway. Management was quick to put out "safety bulletins" concerning use of brakes, implying the crew was at fault. Two weeks later with a different crew the same airplane blew several tires while landing on that same 15,000 ft runway. Sure enough we got more messages about brake use. Turns out there was an intermittant anti-skid problem which was blowing the tires. It's bad enough when management types use the blame the crew first method, it's downright discouraging when fellow crew members do it.
Last year one of our 747's blew several tires while landing on a 15,000 ft runway. Management was quick to put out "safety bulletins" concerning use of brakes, implying the crew was at fault. Two weeks later with a different crew the same airplane blew several tires while landing on that same 15,000 ft runway. Sure enough we got more messages about brake use. Turns out there was an intermittant anti-skid problem which was blowing the tires. It's bad enough when management types use the blame the crew first method, it's downright discouraging when fellow crew members do it.
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This is a prime example of negative discrimination which is completly and utterly undocumented and non validated, and most importantly, which is happily tolerated by pprune. Rest assure if this was about a certain uk airline, every moderator would be on this thread like a bolt of lightening.
Goes to show really...
Goes to show really...
topman,
Name a "Certain" British airline that has lost 9 airframes in the last 15 years. They would not have been in business after the first two.
This has nothing to do with race and everything to do with standards.
Name a "Certain" British airline that has lost 9 airframes in the last 15 years. They would not have been in business after the first two.
This has nothing to do with race and everything to do with standards.
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This is not an issue of race. From what I recall there were cultural differences within this company between different 'stakeholders' that led to a break down of communication (including on the flight deck). I also recall that positive measures were taken (re-training and education) to address these factors. Tyres on aircraft blow up sometimes. What is worse? A 747 blowing up severall tyres or a smaller aircraft (such as the 737) losing one or two?? The fact that it happened to a KAL aircraft is by the way. it can happen to the best of us.
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I think we need to look more closely at what we mean by 'bursting a few tyres'. Were any of the tyres deflated? Was that a core blowout due to overheat or a disruption of the carcass? Did one tyre on a bogie deflate putting loads on the other 3 cause them to deflate/disrupt? Was it merely loss of tread leaving the carcass inflated?
If groundcrew wouldn't approach the aircraft, what happened to the Emergency Services? In the UK, SOP would have been the declaration of an Aircraft Ground Incident (AGI). Firefighters in proper PPE for tyre/undercarriage problems would have approached the aircraft and carried out an initial assessment of its state before engineers would have been allowed near it. That's usually followed by wheel change before tow to stand. Are we saying the a/c was allowed to hobble off the runway and make its own way to the gate?
Tyre 'events' are very rare nowadays. 25 years ago, hardly a week of shifts went by without a call to go and pick up all the bits off the runway. I think we're down to about 3 or 4 incidents a year now, less than 1 per 75,000 movements (at LGW). Of these, hardly any involve deflation of a tyre, mostly separation of tread from carcass. Of course each event is still very serious, potentially leaving debris for the next a/c to ingest.
Of course the beauty of a rumour site is that it allows all the lovely speculation as above. Occasional facts leaven the dough, though!
You can substitute 'tire', 'truck' 'gear' etc as desired, if you really want to.
Cheers,
The Odd One
If groundcrew wouldn't approach the aircraft, what happened to the Emergency Services? In the UK, SOP would have been the declaration of an Aircraft Ground Incident (AGI). Firefighters in proper PPE for tyre/undercarriage problems would have approached the aircraft and carried out an initial assessment of its state before engineers would have been allowed near it. That's usually followed by wheel change before tow to stand. Are we saying the a/c was allowed to hobble off the runway and make its own way to the gate?
Tyre 'events' are very rare nowadays. 25 years ago, hardly a week of shifts went by without a call to go and pick up all the bits off the runway. I think we're down to about 3 or 4 incidents a year now, less than 1 per 75,000 movements (at LGW). Of these, hardly any involve deflation of a tyre, mostly separation of tread from carcass. Of course each event is still very serious, potentially leaving debris for the next a/c to ingest.
Of course the beauty of a rumour site is that it allows all the lovely speculation as above. Occasional facts leaven the dough, though!
You can substitute 'tire', 'truck' 'gear' etc as desired, if you really want to.
Cheers,
The Odd One
