757 with 307pax gear collapse?
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What I think he meant was that neither the FAA or EASA were involved with any operators flying to these places so "didn't care", not that he 411A doesn't care per se. If he isn't involved why should he care anyhow, doesn't make him a cowboy just coz he comes across as wearing a stetson 
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Quote:
...the captain must have gotten spooked and stomped on the brake pedals long before the end of the pavement.
Yup.
Quite long runway, no need for this nonsense.
Yes because everyone is completely calm and collected during an RTO at '133'kts.
...the captain must have gotten spooked and stomped on the brake pedals long before the end of the pavement.
Yup.
Quite long runway, no need for this nonsense.
Yes because everyone is completely calm and collected during an RTO at '133'kts.
short flights long nights
old 411 seems to know everything about everything.......even second guessing what someone else does..
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[quote][Abort at 133KTs normally wouldn't be a cause for six tires and 2 brake assemblies to be trashed/QUOTE]
Your quite correct, it would usualy all 8 tyres!
I believe it was the 4 mains and 2 nose that came apart.
The problem in all this is the Privilege aircraft was ex Air Transat so it's pretty well maintained.
If you look at people like Air Rum ex Orient Thai everything has been deferred such as the engine AD's.
Pretty much all the Time Control items on their aircraft are way out of date.
For example: RAT triggers never replaced. O2 Generators, Fuel pumps and on & on
S/B's are not done, example RAT unit
The Saudis really need to look deeper & hopefully they soon will.
Your quite correct, it would usualy all 8 tyres!
I believe it was the 4 mains and 2 nose that came apart.
The problem in all this is the Privilege aircraft was ex Air Transat so it's pretty well maintained.
If you look at people like Air Rum ex Orient Thai everything has been deferred such as the engine AD's.
Pretty much all the Time Control items on their aircraft are way out of date.
For example: RAT triggers never replaced. O2 Generators, Fuel pumps and on & on
S/B's are not done, example RAT unit
The Saudis really need to look deeper & hopefully they soon will.
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411A
Don't fly to either place, so don't care.
Simple as that.
OK, so basically you agree that you are from the same cowboy pool that running most other Tristar operations?
Isnt it amazing that FAA and EASA do not accept this Rolls Royce "dispensation leter"
Simple as that.
A loadsheet is the biggest piece of fiction in aviation.I have flown the majority of Airbus types in many varied types of operation around the world and the aircraft always comes out over what you think it weighs.This can be in the order of 2T for an A320 on a charter back from the Eastern Med to almost 10T over on an A300 on the hadj.Unless you personally weigh every person and every bag you will never know what the true weight is.
Even with the best loading team in the world an aircraft is usually heavier than the loadsheet.It makes me laugh how some people try for theoretical accuracy in obtaining a cg position based on the notional weight.One fleet manager told me on the A320, as long as the trim is in the green band on take-off the aircraft is flyable.
I have never seen an aircraft that is below the weight on the loadsheet.The hadj is simply organised chaos with operational standards directly proportional to the country of registration of the aircraft.If you tried for absolute accuracy you would never leave the KSA.The problem is usually due to exceeding max zero fuel , a structural limit rather than a performance limit.
The culture is to load up any available space regardless of any limit ever imagined by engineers in Seattle or Toulouse.Those of us with some pretence at integrity will do their best to limit this but many other operators will gladly accept this situation in their antique aircraft and hope that the forces of natre never catch up with them!
Even with the best loading team in the world an aircraft is usually heavier than the loadsheet.It makes me laugh how some people try for theoretical accuracy in obtaining a cg position based on the notional weight.One fleet manager told me on the A320, as long as the trim is in the green band on take-off the aircraft is flyable.
I have never seen an aircraft that is below the weight on the loadsheet.The hadj is simply organised chaos with operational standards directly proportional to the country of registration of the aircraft.If you tried for absolute accuracy you would never leave the KSA.The problem is usually due to exceeding max zero fuel , a structural limit rather than a performance limit.
The culture is to load up any available space regardless of any limit ever imagined by engineers in Seattle or Toulouse.Those of us with some pretence at integrity will do their best to limit this but many other operators will gladly accept this situation in their antique aircraft and hope that the forces of natre never catch up with them!
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411A
How is your airline complying with the IP5 AD that drops the IP5 disc life from 22,000 cycles to 9,000 as of Dec 1st 2008 !!
Don't tell us you have an RR letter !
Do you get one for each AD or do you just have a blanket one that says you do not have to comply with any RR AD's
My carrier just did the mod and several others are doing it.
I dont understand your reasoning by flying such a POS
How is your airline complying with the IP5 AD that drops the IP5 disc life from 22,000 cycles to 9,000 as of Dec 1st 2008 !!
Don't tell us you have an RR letter !
Do you get one for each AD or do you just have a blanket one that says you do not have to comply with any RR AD's
My carrier just did the mod and several others are doing it.
I dont understand your reasoning by flying such a POS
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Load sheet is only as good as the numbers you put on it.
If the load plan has bad numbers and the cargo weights are not accurate its not worth the paper its put on.
From my experience, if you fly Saudia haj, or ACMI for Saudia, even Garuda ACMI flights, the weights are usually correct.
The African ones, flights to Nigeria,etc are really stretched with incorrect weights, unless something has improved in the last 2 years.
So even your field limits and climb limits look good on the ground, but not knowing you are 10-20 tons over max weight is the issue.
Phase 1 (inbound haj) not really a big problem.
Phase 2 (outbound Haj) gets really interesting.
The big surprise starts at Rotate.
If the load plan has bad numbers and the cargo weights are not accurate its not worth the paper its put on.
From my experience, if you fly Saudia haj, or ACMI for Saudia, even Garuda ACMI flights, the weights are usually correct.
The African ones, flights to Nigeria,etc are really stretched with incorrect weights, unless something has improved in the last 2 years.
So even your field limits and climb limits look good on the ground, but not knowing you are 10-20 tons over max weight is the issue.
Phase 1 (inbound haj) not really a big problem.
Phase 2 (outbound Haj) gets really interesting.
The big surprise starts at Rotate.
Last edited by Earl; 8th Dec 2008 at 22:16.
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Thanks very much GotTheTshirt
I used to respect this man because of his deep L-1011 knowledge and expertise and I really thought he was in comand of another bird, Privilege or the ex Globejet Ones (now Kallat El Saker) maybe.
I knew it wasn´t the Bourtuqalieh or Skygate.
But Air Rum????.
Aren´t those the clowns that declared an emergency in Perú so that their passengers could catch a soccer game?.
I have seen pictures of their aircraft, at least the ones they abandoned in Fujairah, I am not an expert but that is not the way to store any aircraft.
This man might respond by telling me that I know nothing and therefore I should stay out of his area of expertise.
It doesn´t take an expert to know that the engines on their Air Rum L-1011 (-22s) are unserviceable.
I used to respect this man because of his deep L-1011 knowledge and expertise and I really thought he was in comand of another bird, Privilege or the ex Globejet Ones (now Kallat El Saker) maybe.
I knew it wasn´t the Bourtuqalieh or Skygate.
But Air Rum????.
Aren´t those the clowns that declared an emergency in Perú so that their passengers could catch a soccer game?.
I have seen pictures of their aircraft, at least the ones they abandoned in Fujairah, I am not an expert but that is not the way to store any aircraft.
This man might respond by telling me that I know nothing and therefore I should stay out of his area of expertise.
It doesn´t take an expert to know that the engines on their Air Rum L-1011 (-22s) are unserviceable.
Last edited by camilo1; 8th Dec 2008 at 23:32.
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good reading
After many trips to countries in south asia that 'feed' these hadj 'adventures', I'm not at all surprised that the comfort of the slf is slightly different that the one we, even on monkey class endures. Just seeing the hadj terminals, moving of everything other than plp comes to mind...but i must say I've read something here I would not ever have imagined.... indeed a facinating tread!
PS: don't bullie 411 pls!
PS: don't bullie 411 pls!
Last edited by fhegner; 8th Dec 2008 at 23:34.
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I may be a touch naive here, but wouldn't a major overload show up on the external pre flight, "she's sitting a bit low on the oleos tonight" or even once engines are started "needed a bit more thrutch to get her off stand tonight" If you are flying the same aircraft regularly.surely these early warning would show before the belated Vr tester (twitcher) ?
Comments and observations appreciated.
Be lucky
David
Comments and observations appreciated.
Be lucky
David
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I may be a touch naive here, but wouldn't a major overload show up on the external pre flight, "she's sitting a bit low on the oleos tonight"
RIX
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Flew in that part of the world in a 727-200 for a while in 1990. Overhead lockers were absolutely jammed with huge quantity of bananas. Still uncomfortably below Vr with 1000 ft of runway remaining. Just staggered into the air a little into the overrun. I'm sure nothing much has changed.
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411A
How is your airline complying with the IP5 AD that drops the IP5 disc life from 22,000 cycles to 9,000 as of Dec 1st 2008 !!
Don't tell us you have an RR letter !
Do you get one for each AD or do you just have a blanket one that says you do not have to comply with any RR AD's
My carrier just did the mod and several others are doing it.
I dont understand your reasoning by flying such a POS
How is your airline complying with the IP5 AD that drops the IP5 disc life from 22,000 cycles to 9,000 as of Dec 1st 2008 !!
Don't tell us you have an RR letter !
Do you get one for each AD or do you just have a blanket one that says you do not have to comply with any RR AD's
My carrier just did the mod and several others are doing it.
I dont understand your reasoning by flying such a POS
Also, don't fly for Air Rum....T Shirt has his knickers in a twist, as usual
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411
Sorry but I am not fully up to date on Name changes of L1011 operators, some of which I cannot pronounce.
Usually only the name has been changed to protect the guilty
I usually know the aircraft but cannot always put a face to it
I guess there are a couple of reasons why you dont admit to the airline.
One is that you want to keep it secret and the other is that it may have changed during your posting
Anyway give my regards to Abu Sheik.
Sorry but I am not fully up to date on Name changes of L1011 operators, some of which I cannot pronounce.
Usually only the name has been changed to protect the guilty
I usually know the aircraft but cannot always put a face to it
I guess there are a couple of reasons why you dont admit to the airline.
One is that you want to keep it secret and the other is that it may have changed during your posting
Anyway give my regards to Abu Sheik.
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I guess there are a couple of reasons why you dont admit to the airline.
One is that you want to keep it secret and the other is that it may have changed during your posting
One is that you want to keep it secret and the other is that it may have changed during your posting
I do have to say though, that these folks do keep their airplanes running OK.
I asked for the number one engine fan to be trim-balanced...and it was, pronto.
Either the runways are getting shorter, or the pax are getting heavier, as we need all the thrust we can muster up.