Qantas 744 Depressurisation
moa999 post#1017
"... and that the damage to the 747-400 that made an emergency diversion to Manila last month would cost less than $10 million to repair and would return to service in October.
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Why nerd??
If rivetted back together properly and the wiring etc fixed this A/C will be in the same condition as hundreds or thousands of airliners around the world!
If rivetted back together properly and the wiring etc fixed this A/C will be in the same condition as hundreds or thousands of airliners around the world!
Tankengine
If rivetted back together properly and the wiring etc fixed this A/C will be in the same condition as hundreds or thousands of airliners around the world!
Seeing an AC through a major refit would likely make me pause before flying in it! In this particular case I would guess that 99% of the AC is in as good condition as before the event. So, yes, I would fly in it once fixed 
Flynerd
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prelim factual report out tomorrow.
SAFETY investigators will tomorrow release an initial report into the mid-air explosion that left a Qantas jet with a hole in its fuselage and forced it to make an emergency landing in Manila.
The explosion late last month tore through part of the fuselage of the Melbourne-bound Boeing 747-400 plane with 365 people on board, causing depressurisation.
The Australian Transport Safety Bureau will release its preliminary factual report in Canberra tomorrow.
Report on Qantas explosion tomorrow | The Daily Telegraph
The explosion late last month tore through part of the fuselage of the Melbourne-bound Boeing 747-400 plane with 365 people on board, causing depressurisation.
The Australian Transport Safety Bureau will release its preliminary factual report in Canberra tomorrow.
Report on Qantas explosion tomorrow | The Daily Telegraph
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The Sydney Morning Herald reported likewise.
Qantas 'explosion' report to be released - Breaking News - National - Breaking News
Well, what goes around comes around......
Remember how the mighty Qantas was acting whan Ansett had some problems a few years ago? Always good when the spouse of the (at the time) Minister for Transport was sitting on the board of QF
Qantas 'explosion' report to be released - Breaking News - National - Breaking News
Well, what goes around comes around......
Remember how the mighty Qantas was acting whan Ansett had some problems a few years ago? Always good when the spouse of the (at the time) Minister for Transport was sitting on the board of QF
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ATSB report due from 10:30 LT
MEDIA ALERT : 28 August 2008 - ATSB Preliminary Factual Report, Depressurisation 475 km north-west of Manila, Philippines, 25 July 2008
says
MEDIA ALERT 2008/32
ATSB Preliminary Factual Report, Depressurisation 475 km north-west of Manila, Philippines, 25 July 2008
28 August 2008
A media conference to release the Preliminary Factual Report on the investigation into the circumstances surrounding the depressurisation 475 km north-west of Manila, Philippines on 25 July 2008, will be held: Friday 29 August 2008
Where: 15 Mort Street, CANBERRA Time: 10:30 am (local time)
Mr Julian Walsh, acting Executive Director will discuss factual information known to the investigation team at this time and will outline the investigation process
Media release when available should be at Media Releases and Alerts
says
MEDIA ALERT 2008/32
ATSB Preliminary Factual Report, Depressurisation 475 km north-west of Manila, Philippines, 25 July 2008
28 August 2008
A media conference to release the Preliminary Factual Report on the investigation into the circumstances surrounding the depressurisation 475 km north-west of Manila, Philippines on 25 July 2008, will be held: Friday 29 August 2008
Where: 15 Mort Street, CANBERRA Time: 10:30 am (local time)
Mr Julian Walsh, acting Executive Director will discuss factual information known to the investigation team at this time and will outline the investigation process
Media release when available should be at Media Releases and Alerts
Last edited by beamender99; 28th Aug 2008 at 22:54. Reason: added link & comments
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last Thu 21 August I photographed the plane still in Manila. With a black ducted tape (apparently) right side covering the hole and the door .
question: Since partial door opening in fly is possible in 747s for smoke removal i wonder why ad how the doors did not open when the Flying valve did hit the handle in more than 12 o'clock position..
any comment about?
question: Since partial door opening in fly is possible in 747s for smoke removal i wonder why ad how the doors did not open when the Flying valve did hit the handle in more than 12 o'clock position..
any comment about?
Prelim Report
The report by the Australian Transport and Safety Bureau (ATSB) contains a detailed account of how the passenger oxygen cylinder - one of seven carried on the flight - failed and then exploded in the aircraft hold.
It says the cylinder ruptured the fuselage, punctured the cabin floor and entered the cabin before falling to the cabin floor and falling out of the aircraft through the ruptured fuselage.
The ATSB says investigations are continuing into the functioning of the cabin oxygen masks and into the design and manufacture of the failed oxygen cylinder.
It says the cylinder ruptured the fuselage, punctured the cabin floor and entered the cabin before falling to the cabin floor and falling out of the aircraft through the ruptured fuselage.
The ATSB says investigations are continuing into the functioning of the cabin oxygen masks and into the design and manufacture of the failed oxygen cylinder.
Nothing surprising there!
Flynerd
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Prelim report on ATSB site
The 2.5MB prelim report is at:
http://www.atsb.gov.au/publications/...053_Prelim.pdf
Abstract:
On 25 July 2008, at 0922 local time, a Boeing Company 747-438 aircraft (registered VH-OJK) with 365 persons on board, departed Hong Kong International airport on a scheduled passenger transport flight to Melbourne, Australia. Approximately 55 minutes into the flight, while the aircraft was cruising at 29,000 ft (FL290), a loud bang was heard by passengers and crew, followed by the rapid depressurisation of the cabin.
Oxygen masks dropped from the overhead compartments shortly afterward, and it was reported that most passengers and crew commenced using the masks. After donning their own oxygen masks, the flight crew carried out the 'cabin altitude non-normal' checklist items and commenced a descent to a lower altitude, where supplemental breathing oxygen would no longer be required. A MAYDAY distress radio call was made on the regional air traffic control frequency. After levelling the aircraft at 10,000 ft, the flight crew diverted to Ninoy Aquino International Airport, Manila, where an uneventful visual approach and landing was made. The aircraft was stopped on the runway for an external inspection, before being towed to the terminal for passenger disembarkation.
Subsequent inspection of the aircraft by the operator's personnel and ATSB investigators, revealed an inverted T-shaped rupture in the lower right side of the fuselage, immediately beneath the wing leading edge-to-fuselage transition fairing (which had been lost during the event). Items of wrapped cargo were observed partially protruding from the rupture, which extended for approximately 2 metres along the length of the aircraft and 1.5 metres vertically.
After clearing the baggage and cargo from the forward aircraft hold, it was evident that one passenger oxygen cylinder (number-4 from a bank of seven cylinders along the right side of the cargo hold) had sustained a sudden failure and forceful discharge of its pressurised contents into the aircraft hold, rupturing the fuselage in the vicinity of the wing-fuselage leading edge fairing. The cylinder had been propelled upward by the force of the discharge, puncturing the cabin floor and entering the cabin adjacent to the second main cabin door. The cylinder had subsequently impacted the door frame, door handle and overhead panelling, before falling to the cabin floor and exiting the aircraft through the ruptured fuselage.
The investigation is continuing.
http://www.atsb.gov.au/publications/...053_Prelim.pdf
Abstract:
On 25 July 2008, at 0922 local time, a Boeing Company 747-438 aircraft (registered VH-OJK) with 365 persons on board, departed Hong Kong International airport on a scheduled passenger transport flight to Melbourne, Australia. Approximately 55 minutes into the flight, while the aircraft was cruising at 29,000 ft (FL290), a loud bang was heard by passengers and crew, followed by the rapid depressurisation of the cabin.
Oxygen masks dropped from the overhead compartments shortly afterward, and it was reported that most passengers and crew commenced using the masks. After donning their own oxygen masks, the flight crew carried out the 'cabin altitude non-normal' checklist items and commenced a descent to a lower altitude, where supplemental breathing oxygen would no longer be required. A MAYDAY distress radio call was made on the regional air traffic control frequency. After levelling the aircraft at 10,000 ft, the flight crew diverted to Ninoy Aquino International Airport, Manila, where an uneventful visual approach and landing was made. The aircraft was stopped on the runway for an external inspection, before being towed to the terminal for passenger disembarkation.
Subsequent inspection of the aircraft by the operator's personnel and ATSB investigators, revealed an inverted T-shaped rupture in the lower right side of the fuselage, immediately beneath the wing leading edge-to-fuselage transition fairing (which had been lost during the event). Items of wrapped cargo were observed partially protruding from the rupture, which extended for approximately 2 metres along the length of the aircraft and 1.5 metres vertically.
After clearing the baggage and cargo from the forward aircraft hold, it was evident that one passenger oxygen cylinder (number-4 from a bank of seven cylinders along the right side of the cargo hold) had sustained a sudden failure and forceful discharge of its pressurised contents into the aircraft hold, rupturing the fuselage in the vicinity of the wing-fuselage leading edge fairing. The cylinder had been propelled upward by the force of the discharge, puncturing the cabin floor and entering the cabin adjacent to the second main cabin door. The cylinder had subsequently impacted the door frame, door handle and overhead panelling, before falling to the cabin floor and exiting the aircraft through the ruptured fuselage.
The investigation is continuing.
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The report by the Australian Transport and Safety Bureau (ATSB) contains a detailed account of how the passenger oxygen cylinder - one of seven carried on the flight -
It's interesting to note that the bulk of the bottle went through the ceiling including the valve. This seems to suggest that the bottle fractured at the bottom. Strange.
Also of note is the recent fitment date (the bottle was installed only a few months prior to the incident).
Did the Right A/P disconnect because of the sudden movement of the F/O's aileron cables or because an electrical signal was lost due to the damaged wiring looms?
Rgds.
NSEU
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The reports states that the cables were severed.
Do the oxygen systems have non-return valves? That is, does the loss of integrity allow the entire system to leak down, or is there something to prevent this?
Do the oxygen systems have non-return valves? That is, does the loss of integrity allow the entire system to leak down, or is there something to prevent this?
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question: Since partial door opening in fly is possible in 747s for smoke removal i wonder why ad how the doors did not open when the Flying valve did hit the handle in more than 12 o'clock position..
any comment about?
any comment about?
Check the pics of the handle embedded in the door bustle, handle at 12 oclock postion.
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Yamagata ken
The bank of cylinders connect to a common medium press supply line to the flow cont units. There are no check valve in the lines so all the cylinder will vent through the ruptured tubing at approx 600 PSI (outlet press of the reducer). The only check valve are in the fill lines.
NSEU
A/P Disconnect, My best GUESS.
Normally a manual input overpowers the CLCP's A/P control servo act. internal regulated pressure (internal CLCP stuff) and allows for manual override without A/P disc. However it is possible with an unusually large and rapid manual input the internal regulated pressure momentarily pressure locked causing the A/P piston to hold against manual input arm whilst the output rod moved creating an error signal between A/P LVDT pos & output LVDT enough to cause the A/P to disengage.
OR a wire was taken out. Unlikely as the Right A/P drives the Left CLCP and I would suggest the wiring would route down the left side of the cargo hold.
The bank of cylinders connect to a common medium press supply line to the flow cont units. There are no check valve in the lines so all the cylinder will vent through the ruptured tubing at approx 600 PSI (outlet press of the reducer). The only check valve are in the fill lines.
NSEU
A/P Disconnect, My best GUESS.
Normally a manual input overpowers the CLCP's A/P control servo act. internal regulated pressure (internal CLCP stuff) and allows for manual override without A/P disc. However it is possible with an unusually large and rapid manual input the internal regulated pressure momentarily pressure locked causing the A/P piston to hold against manual input arm whilst the output rod moved creating an error signal between A/P LVDT pos & output LVDT enough to cause the A/P to disengage.
OR a wire was taken out. Unlikely as the Right A/P drives the Left CLCP and I would suggest the wiring would route down the left side of the cargo hold.
Last edited by Short_Circuit; 29th Aug 2008 at 05:44.
ZAGORFLY # 1030
from the report:~
Cabin door
All main cabin doors of the 747-400 aircraft type were designed as outward opening‘plug doors’. A plug door is designed to be physically larger than the doorway opening, and mates with the frame around the full circumference when in position. It is designed to increase the security of the pressurised fuselage, with pressurisation loads serving to force the door more tightly against the frame.
Retractable gates at the top and bottom of the door serve to allow it to move inward and then sideways through the door frame during the opening and closing process when the aircraft is not pressurised. The plug door design provides for a level of protection against inadvertent or intentional attempts to open the door while the aircraft is in flight. A latch mechanism holds the door in the closed position whenthe aircraft is not pressurised.
from the report:~
Cabin door
All main cabin doors of the 747-400 aircraft type were designed as outward opening‘plug doors’. A plug door is designed to be physically larger than the doorway opening, and mates with the frame around the full circumference when in position. It is designed to increase the security of the pressurised fuselage, with pressurisation loads serving to force the door more tightly against the frame.
Retractable gates at the top and bottom of the door serve to allow it to move inward and then sideways through the door frame during the opening and closing process when the aircraft is not pressurised. The plug door design provides for a level of protection against inadvertent or intentional attempts to open the door while the aircraft is in flight. A latch mechanism holds the door in the closed position whenthe aircraft is not pressurised.
