757 with 307pax gear collapse?
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Does anyone know what type of lease this AC was on? I am guessing (hoping) it was not ACMI.
Aurela's denial of involvment along with the aledged overload authorisation coming from Cameroon would seem to indicate that the Lithuanians are not directly involved.
In my experience from working in this neck of the woods, standards have been raised to a level where I would not expect any LV commander to accept an overloaded AC. I have seen nothing to indicate the Lithuanians to be too different.
RIX
Aurela's denial of involvment along with the aledged overload authorisation coming from Cameroon would seem to indicate that the Lithuanians are not directly involved.
In my experience from working in this neck of the woods, standards have been raised to a level where I would not expect any LV commander to accept an overloaded AC. I have seen nothing to indicate the Lithuanians to be too different.
RIX
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I don't think it was LY-SKJ. This plane returned to Vilnius few days ago and seems to be in good condition.
Local Lithuanian media picked up this story from jacdec.de and avherald.com few days ago. Aurela denies any involvement. Lithuanian CAA said they can not confirm or deny this incident as they have no information about it.
Also, I see that both sources (Jacdec.de and Avherald.com) which earlier this week said about LY-SKJ involvement in incident, recently removed the registration and operator from incident description.
I am also curious what really happened in Cameroon and what airplane was involved? Or maybe nothing serious happened and all this story was blowed out of proportion by various media sources?
Local Lithuanian media picked up this story from jacdec.de and avherald.com few days ago. Aurela denies any involvement. Lithuanian CAA said they can not confirm or deny this incident as they have no information about it.
Also, I see that both sources (Jacdec.de and Avherald.com) which earlier this week said about LY-SKJ involvement in incident, recently removed the registration and operator from incident description.
I am also curious what really happened in Cameroon and what airplane was involved? Or maybe nothing serious happened and all this story was blowed out of proportion by various media sources?
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For the record
To clear up any doubt on this matter.
As i was invloved with leasing the European B757s in the first phase of the hajj. I can confirm that Air Finland, Aurela and Gadair were not in Cameroon flying for Air Niamey.
These airlines would never exceed their legal payloads.
My contact at Air Niamey tells me the aircraft was a Tri-star.
If that is the case any onions out there will be able to track the aircraft/operator down fairly quickly as there are not so many tri-stars left.
As i was invloved with leasing the European B757s in the first phase of the hajj. I can confirm that Air Finland, Aurela and Gadair were not in Cameroon flying for Air Niamey.
These airlines would never exceed their legal payloads.
My contact at Air Niamey tells me the aircraft was a Tri-star.
If that is the case any onions out there will be able to track the aircraft/operator down fairly quickly as there are not so many tri-stars left.
Join Date: Mar 2000
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Privilege Jet
Idiot Captain rejected at 133KIAS for a very minor number one engine surge (easily controlled by reducing slightly the throttle briefly) and stopped.
Six tires needed replacing, as well as two brake assemblies.
In doing the necessary, acft slipped off the jack and damaged the landing gear truck assembly.
Latest news is a temp repair is anticipated and the acft ferried for major repair/replacement of the landing gear assembly.
Read...expensive.
Meanwhile, another TriStar carrier is picking up the business....lots of it.
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You have got to hand it to 411
The thread starts not knowing if the aircraft is a 757 or L1011
If it is Lithuanian or African
Then 411 tells us that it was an L1011 and it aborted take off with a " slight surge" that could have been solved by just reducing power
and at 133 KIAS
Not around 130 or around 135 BUT 133 KIAS
I would have thought should details could have only come from the flight crew
Latest news is a temp repair is anticipated and the acft ferried for major repair/replacement of the landing gear assembly.
There was never any intention to ferry !!
The replacment landing gear, jacks and people was on a cargo aircraft bound for Cameroons before your post was sent
The thread starts not knowing if the aircraft is a 757 or L1011
If it is Lithuanian or African
Then 411 tells us that it was an L1011 and it aborted take off with a " slight surge" that could have been solved by just reducing power
and at 133 KIASNot around 130 or around 135 BUT 133 KIAS
I would have thought should details could have only come from the flight crew
Latest news is a temp repair is anticipated and the acft ferried for major repair/replacement of the landing gear assembly.
There was never any intention to ferry !!
The replacment landing gear, jacks and people was on a cargo aircraft bound for Cameroons before your post was sent
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I would have thought should details could have only come from the flight crew
Info passed along by those in the know.
Not mentioned, of course, are the problems (now) with the suspect engine.
Local maintenance had their oar in the muddy waters after the fact, so ferry might be apt considering the present engine state.
These folks will find out in short order that you cannot maintain an RB.211 with just a screwdriver and a hammer.
Connie Kalitta found out, in short order, some years ago.
A very expensive lesson.
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411A,
.... but you can fly RB211 with major AD overdue, just because some African CAA gave a dispensation for it?
These folks will find out in short order that you cannot maintain an RB.211 with just a screwdriver and a hammer.
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I think the engine A/D is just overdue on the 522 engines.
But its was supposed to be accomplished by AUG 2006.
No alternate method of compliance has been done to many of these 522 engines, not sure if they even have one that was done correctly according to RR and the manufacturer.
-500's flying with the RR 524 are ok.
Maybe some ground engineering types can provide some good updated info.
I seen this Privelage Jet Tristar last year in JED,I think it was a -500, but memory declines with the age I guess.
But its was supposed to be accomplished by AUG 2006.
No alternate method of compliance has been done to many of these 522 engines, not sure if they even have one that was done correctly according to RR and the manufacturer.
-500's flying with the RR 524 are ok.
Maybe some ground engineering types can provide some good updated info.
I seen this Privelage Jet Tristar last year in JED,I think it was a -500, but memory declines with the age I guess.
Last edited by Earl; 7th Dec 2008 at 16:36.
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-500's flying with the RR 524 are ok.
-524B4's and D4's.
but you can fly RB211 with major AD overdue, just because some African CAA gave a dispensation for it?
However, ongoing repetitive inspections are required (and accomplished).
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Its very rare for these RR engines to surge or stall, maybe with a tailwind or not coming out of full reverse before 80 kts.
But reducing the throttle will stop this as 411 stated.
Not as good as a G/E engine but much better than a Pratt.
Lockheed made a good choice for this airplane with the RR engines.
Happy Haj flying for phase II.
Not in it this year but do enjoy the stories.
But reducing the throttle will stop this as 411 stated.
Not as good as a G/E engine but much better than a Pratt.
Lockheed made a good choice for this airplane with the RR engines.
Happy Haj flying for phase II.
Not in it this year but do enjoy the stories.
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411 strikes again
The 524-B4 ( Tristar -500) axial motion AD was due by Aug 2008.
The axial motion AD is NOT APPLICABLE to 524-D4 ( B747)
But I guess if you are on registers that do not follow AD's then the details are not that important!!
Isnt it amazing that FAA and EASA do not accept this Rolls Royce "dispensation leter"
The 524-B4 ( Tristar -500) axial motion AD was due by Aug 2008.
The axial motion AD is NOT APPLICABLE to 524-D4 ( B747)
But I guess if you are on registers that do not follow AD's then the details are not that important!!
Isnt it amazing that FAA and EASA do not accept this Rolls Royce "dispensation leter"
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Abort at 133KTs normally wouldn't be a cause for six tires and 2 brake assemblies to be trashed; the captain must have gotten spooked and stomped on the brake pedals long before the end of the pavement.
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...the captain must have gotten spooked and stomped on the brake pedals long before the end of the pavement.
Quite long runway, no need for this nonsense.
Isnt it amazing that FAA and EASA do not accept this Rolls Royce "dispensation leter"
Simple as that.
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I'm baffled by the stories of gross overloading on these HaJJ flights
3-rd world countries may well have a much more relaxed attitude to life and health ,than Westerners........but I have to question the professionalism of the Pilot-respondents on this Thread whoadmit to having knowingly flown a grossly overweight aircraft.
yes, I can accept "cramming them in"....even loading to known safe limits
but compromising your own safety,by going to the edge of the performance envelope, seems, at the least, foolhardy.
(plenty of "gung -ho" actions in wartime,as well,-but this isn't wartime, either.
*awaits incoming, dons flame-suit*
3-rd world countries may well have a much more relaxed attitude to life and health ,than Westerners........but I have to question the professionalism of the Pilot-respondents on this Thread whoadmit to having knowingly flown a grossly overweight aircraft.
yes, I can accept "cramming them in"....even loading to known safe limits
but compromising your own safety,by going to the edge of the performance envelope, seems, at the least, foolhardy.
(plenty of "gung -ho" actions in wartime,as well,-but this isn't wartime, either.
*awaits incoming, dons flame-suit*
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...but I have to question the professionalism of the Pilot-respondents on this Thread whoadmit to having knowingly flown a grossly overweight aircraft
Didn't especially notice any, but then again, might have missed one.
Personally been flying the Hajj flights for quite a long time with L1011 aircraft (nearly all models) and have never found the need to fly overweight.
If the specific flight segment is limiting due to the required fuel uplift requirements, we simply use a technical stop for refueling.
Simple as that.
Besides, the Saudi GACA regularly inspect aircraft, including loadsheets, and have found no irregulatities at our end.
Certainly can't say about other operators, however.
Me thinks you might have duff gen.