LH 744 TK nose gear down
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Originally Posted by DBate
passengers left the aircraft via the airbridge,
And what condition was the door itself in at this stage? I've heard that contretemps between doors & jetways usually go in favour of the latter.
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Isn't there a "Weight On Wheels" function input to the gear system that won't allow the gear to be retracted on the ground?
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Originally Posted by ExSimGuy
Isn't there a "Weight On Wheels" function input to the gear system that won't allow the gear to be retracted on the ground?
Sims Fly Virtually
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Originally Posted by spannersatcx
Yes but you can override it.
or am I missing something?
(going back to my experience of 707's and 74/4 and 74/3 , many moons ago!)
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Just for info.
The QF744 in BKK was repaired at greater cost than value of aircraft pre accident, Insurance picked up value tab and QF paid the rest to avoid the term Hull Loss, interesting to know tab that QF picked up.???
The QF744 in BKK was repaired at greater cost than value of aircraft pre accident, Insurance picked up value tab and QF paid the rest to avoid the term Hull Loss, interesting to know tab that QF picked up.???
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Nosegear Safety Pin fitted correctly?
I guess we have to wait for the official BFU report.
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Originally Posted by DBate
According to my information the Safety Pin was fitted. A mechanic told me that the pin seemed to have sheared. I don't know if that is possible or not.
I guess we have to wait for the official BFU report.
I guess we have to wait for the official BFU report.
given the correct pin, the chance to get it sheared is.......
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Thanks CR2 for the close up photos. It appears there is quite significant
fuselage damage to the forward portion of the aircraft. Wouldnt be
surprised if this bird becomes a hangar queen for next few months.
fuselage damage to the forward portion of the aircraft. Wouldnt be
surprised if this bird becomes a hangar queen for next few months.
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jOETOM - Think you will find that the insurance company dictated whether aircraft was repaired or not. Also think you will find the rest of your details a tad skewed.
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The damage is not nearly as severe as that incurred to the Bangkok golf cart. I can't recall what was paid out to repair that (there were a lot of figures bandied about at the time and it should be possible to find out), but I am fairly sure jOETOM's information is roughly correct. The repairs to that bird included 3 new engines, a new forward fuselage and wing repairs. For this one, the engines and wings would seem to be untouched for a start.
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Hmmm
Don't know about you guys, but something doesn't look right from those pix.
If the airplane was just sitting there humming along with a tug and towbar hooked up, and someone threw the gear lever up with hyds pressurized (utilizing the override), the airplane would only fall about 4-6 feet. If the nose gear came up.
The idea being that the tow bar/tug combo should sorta stop the nose gear from moving forward. Not sure of the tug there, but it's gotta weigh at least 40,000 pounds. Round number there, but that sort of tug is usually HEAVY.
That sure looks like a LOT of damage from a let's say 8 foot fall from a static position. Heretics may believe that the 747 is made from tin foil, but I can say with some knowledge that the airplane is just a bit tougher than that.
We have the photos that show the result of whatever happened, that is not in question. That the lower section basically pancaked when it "fell" on a tractor? Well, there has to be more to this than we will probably ever know.
Conjecture...
It's all geometry. Draw a picture of the nose of an airplane with a nose gear sticking down. Attach a towbar to the gear and a tug. Now, try to move the gear forward and see what happens to the angle of the towbar and the gear considering that the airplane and the tug don't move.
The towbar and gear would act like a jack until the shear pins on the bar failed. Then...KA-WHUMP!
The question I have is: Considering that there SHOULD have been some sort of downlock pin installed (hopefully, a real one), what is the likelyhood that the downlock pin would fail and the hydraulics would have enough oomph to overcome the static force of the presumably chocked/braked aircraft and the braked tug to allow the aircraft to raise up and come down on the aforementioned tug?
Again, we have the pictures, so I'll leave you with this: Just because the likelyhood of something bad happening is most extremely remote, it doesn't mean that it probably won't happen.
I must tell you that I, as an Engineer, have in the past grasped the gear handle with hydraulics pressurised and raised that handle to the UP position whilst on the ground.
I haven't landed an aircraft yet.
It is a most unnerving thing to do, but there are occasions where the procedure is a welcome alternative to dragging the aircraft into the barn and jacking it up. Follow the procedures, use the correct equipment and it's unnerving but perfectly safe.
Weird stuff happens, ya just can't avoid it.
PB
If the airplane was just sitting there humming along with a tug and towbar hooked up, and someone threw the gear lever up with hyds pressurized (utilizing the override), the airplane would only fall about 4-6 feet. If the nose gear came up.
The idea being that the tow bar/tug combo should sorta stop the nose gear from moving forward. Not sure of the tug there, but it's gotta weigh at least 40,000 pounds. Round number there, but that sort of tug is usually HEAVY.
That sure looks like a LOT of damage from a let's say 8 foot fall from a static position. Heretics may believe that the 747 is made from tin foil, but I can say with some knowledge that the airplane is just a bit tougher than that.
We have the photos that show the result of whatever happened, that is not in question. That the lower section basically pancaked when it "fell" on a tractor? Well, there has to be more to this than we will probably ever know.
Conjecture...
It's all geometry. Draw a picture of the nose of an airplane with a nose gear sticking down. Attach a towbar to the gear and a tug. Now, try to move the gear forward and see what happens to the angle of the towbar and the gear considering that the airplane and the tug don't move.
The towbar and gear would act like a jack until the shear pins on the bar failed. Then...KA-WHUMP!
The question I have is: Considering that there SHOULD have been some sort of downlock pin installed (hopefully, a real one), what is the likelyhood that the downlock pin would fail and the hydraulics would have enough oomph to overcome the static force of the presumably chocked/braked aircraft and the braked tug to allow the aircraft to raise up and come down on the aforementioned tug?
Again, we have the pictures, so I'll leave you with this: Just because the likelyhood of something bad happening is most extremely remote, it doesn't mean that it probably won't happen.
I must tell you that I, as an Engineer, have in the past grasped the gear handle with hydraulics pressurised and raised that handle to the UP position whilst on the ground.
I haven't landed an aircraft yet.
It is a most unnerving thing to do, but there are occasions where the procedure is a welcome alternative to dragging the aircraft into the barn and jacking it up. Follow the procedures, use the correct equipment and it's unnerving but perfectly safe.
Weird stuff happens, ya just can't avoid it.
PB
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Originally Posted by The Otter's Pocket
The cut out is to catch falling aircraft.
However I would like to know why the gentleman in the second photo is carrying very small road cones around?
If the a/c as has previously been stated is back in service is this counted as a small incident, hence the small cones...I hope never to see any larger cones.
However I would like to know why the gentleman in the second photo is carrying very small road cones around?
If the a/c as has previously been stated is back in service is this counted as a small incident, hence the small cones...I hope never to see any larger cones.
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The control handle is provided with a landing gear lever lock to prevent movement to the gear UP position, when the airplane is supported on the gear.
The landing gear lever lock can be bypassed by depressing the lock overide button.
This manual overide can be used when performing certain tests or in an emergency.
The landing gear lever lock can be bypassed by depressing the lock overide button.
This manual overide can be used when performing certain tests or in an emergency.
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My mistake
Yes, your right, the AC is not back in service. Just checked the Intranet. I copied a message from one of our collegues without crosschecking.
Last edited by Charly; 21st May 2006 at 09:39.