A340 of Iberia skids off runway in Quito
...No, as composite structure absorb so much more energy, that while their final appearance may be more damaged than aluminium / metals, their ability to protect life is far, far greater.
so let's not go there in this thread
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Hi RTFI,
The thrust reverse would only deploy on command from the throttle, i.e. independent of speed. On the pictures I've seen so far, looks like the T/R's were stowed. Maybe a tire burst distracted the crew from deploying the thrust reversers? Would (could??) a tire burst result in the crew being distracted from deploying the thrust reversers? Does a tire burst result in significant asymmetry to the A/C roll down the runway? Although hard (impossible) to know at this stage, was the burst reported on the nose or main landing gear??
The thrust reverse would only deploy on command from the throttle, i.e. independent of speed. On the pictures I've seen so far, looks like the T/R's were stowed. Maybe a tire burst distracted the crew from deploying the thrust reversers? Would (could??) a tire burst result in the crew being distracted from deploying the thrust reversers? Does a tire burst result in significant asymmetry to the A/C roll down the runway? Although hard (impossible) to know at this stage, was the burst reported on the nose or main landing gear??
I wouldn't be surprised at seeing CFRP debris. I'd imagine most of the gear doors (& belly fairing??) are CFRP and would be expected considering the damage we've already seen to the main landing gear.
Regards,
P2C
Regards,
P2C
Last edited by RogerTangoFoxtrotIndigo; 11th Nov 2007 at 09:18.
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Does the damage pattern to the No 1 & 2 engine pods not suggest the engines hit the ground during the latter stage of the reversers being stowed? (ie mid way down the pod, as the reverser cowl has been dragged forward, it has hit the ground).
Doesn't really look like a high speed overrun either does it? Will be interesting to find out how close it was to being a close shave rather than a very expensive day at the office
Doesn't really look like a high speed overrun either does it? Will be interesting to find out how close it was to being a close shave rather than a very expensive day at the office
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PPRuNe supporter
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Anyone experienced in this field, does it appear to be a landing on RW35? Possible tailwind at that time?
Any estimates for a ground speed? Elevation 9228
SEQU 092200Z 17008KT
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Another A340-600 landed at Quito on 31st August 2007and burst a couple of tyres with the pax deplaned on the runway !!
Twice in a short space of time !!
http://www.airliners.net/discussions...ain?id=3595457
link to first incident and pics
Any other A340-600 operators flying into Quito ?
Twice in a short space of time !!
http://www.airliners.net/discussions...ain?id=3595457
link to first incident and pics
Any other A340-600 operators flying into Quito ?
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Any estimates for a ground speed? Elevation 9228
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Carnage Matey! wrote:
Well...
- 9.000 ft
- 12 C
- 1024 hPa
- 140 kts IAS
Right?
That equals:
- 164 kts TAS
- 10.345 ft of Density Altitude
Don't forget that with a temperature of 12C at 9000ft it's well above ISA. From my experiences into Mexico City I don't think 180kts TAS is too wide of the mark.
- 9.000 ft
- 12 C
- 1024 hPa
- 140 kts IAS
Right?
That equals:
- 164 kts TAS
- 10.345 ft of Density Altitude
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Depending on a/c type (and, therefore, approach speed), weight and the amount of head/tailwind (often a bit of tailwind on rwy 35), the groundspeed can be very close to 200kts in my experience.
MoodyBlue
MoodyBlue
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Latest rumor is that Iberia is banned from Ecuador until they sort out the
A346 accident.
A346 accident.
Source (in Spanish): http://www.univision.com/contentroot...t/7327430.html
Looking at the photos on the link Aeroskid provided:
www.skyscrapercity.com
It would appear that the tyres on the detached bogey show damage resulting from severe aquaplaning and/or antiskid failure, with the tread layers worn through to the point of failure. Hmmm...
www.skyscrapercity.com
It would appear that the tyres on the detached bogey show damage resulting from severe aquaplaning and/or antiskid failure, with the tread layers worn through to the point of failure. Hmmm...
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Originally Posted by FullWings
...It would appear that the tyres on the detached bogey show damage resulting from severe aquaplaning and/or antiskid failure, with the tread layers worn through to the point of failure. Hmmm...
Aquaplaning (Hydroplaning) looks like:
I suppose it was a problem with anti skid (Braking Flats):
But i only guess....
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This aircraft has significant damage to its carbon fibre hull and that's the bits we can see....
Notice the scarring to the inner hull not just the floppy panels around the wing torsion box and undercart area - which fly off very easily- especially in -flight as the A380 test team can atest to..
How on earth are the repair team going to get the thing mended to the state it can fly to France for heavy fixing?
And I agrre, those tyres indicate locked wheels not aquaplaning
Notice the scarring to the inner hull not just the floppy panels around the wing torsion box and undercart area - which fly off very easily- especially in -flight as the A380 test team can atest to..
How on earth are the repair team going to get the thing mended to the state it can fly to France for heavy fixing?
And I agrre, those tyres indicate locked wheels not aquaplaning
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28L wrote:
ok,, then you mean that when you fly say at 39000, .78 mach, an IAS of 240 kts, your TAS is going to be 380 TAS? Where and What do you fly?
I dont have the exact formulas here and it depends on many factors including density and pressure altitude, but without braking into formulas and using a simple rule of thumb of 5kts per 1000 ft u get pretty close. Im not talking of exact figures here. I also have a good friend flying the A330 to Quito atleast twice a month and he has confirmed me that TAS 180 kts is more like it.
Cheers.
I think that's a bit of an overguess. Isn't the ballpark formula to add around 1.5% per 1000ft? I.e. an IAS of 140kt would give a TAS of around 160kt at 9000ft. Ish!
I dont have the exact formulas here and it depends on many factors including density and pressure altitude, but without braking into formulas and using a simple rule of thumb of 5kts per 1000 ft u get pretty close. Im not talking of exact figures here. I also have a good friend flying the A330 to Quito atleast twice a month and he has confirmed me that TAS 180 kts is more like it.
Cheers.
Quote:
Originally Posted by FullWings
...It would appear that the tyres on the detached bogey show damage resulting from severe aquaplaning and/or antiskid failure, with the tread layers worn through to the point of failure. Hmmm...
I donīt think that it was aquaplaning.
Aquaplaning (Hydroplaning) looks like:
I suppose it was a problem with anti skid (Braking Flats):
But i only guess....
Originally Posted by FullWings
...It would appear that the tyres on the detached bogey show damage resulting from severe aquaplaning and/or antiskid failure, with the tread layers worn through to the point of failure. Hmmm...
I donīt think that it was aquaplaning.
Aquaplaning (Hydroplaning) looks like:
I suppose it was a problem with anti skid (Braking Flats):
But i only guess....