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Puerto Carreno cargo 722 crash

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Puerto Carreno cargo 722 crash

Old 29th Dec 2016, 14:39
  #121 (permalink)  
 
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skadi.
Agreed. It definitely looks like the type of gun post (Sanger), we use to make in my military days.
The walls were normally three bags thick, so not easy to knock down.
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Old 29th Dec 2016, 23:22
  #122 (permalink)  
 
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Sadly this structure, and two others of similar size a few 100 feet apart as seen on Google Earth, was placed along the extended runway 24 center-line very close to the runway threshold. Potentially damaging to any aircraft overrun (apart from the small tree near the discussed structure). Placing such a structure farther left or right of the runway would likely have made a difference in the outcome of this accident or any aircraft overrun.
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Old 30th Dec 2016, 19:47
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Anybody have news on the survivor?
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Old 3rd Jan 2017, 14:00
  #124 (permalink)  

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I seems to me that not a single one of the commenters ever had to do with AeroCivil. otherwise the rather fruitless discussion over fictious procedures of cargo operators would not have occurred.

And, just because the published Jeppesen Chart does limit its validity dors not mean that there is no operater specific, approved procedure. The same way that OEI-SID exist but are not published except for the operating carrier.
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Old 21st Feb 2017, 07:16
  #125 (permalink)  
 
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Hardly a surprise unfortunately:

https://www.flightglobal.com/news/ar...ght-da-434357/

https://www.flightglobal.com/news/ar...ilwind-434354/
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Old 23rd Feb 2017, 09:50
  #126 (permalink)  
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No indeed . I find this hard to believe :
The inquiry says the evidence suggests the crew was not aware of the wind situation
They have surely wind socks in addition to the anemometer read out . But I have read somewhere in the thread that Jets on domestic flights had to use Runway 25 to avoid intruding into Maiquieta FIR.( and in addition probably pay for it)
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Old 5th Mar 2017, 20:35
  #127 (permalink)  
 
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Boeing 722 non-normals

Haven't flown the 727, but on the 747-100 & 200, in the simulator quite often the wrong checklist was called for in regard to flaps; asymmetric flaps vs split flaps. Could this have been a contributory factor?
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Old 6th Mar 2017, 00:10
  #128 (permalink)  
 
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Stardust:

Unless they were really out to lunch the flaps were set correctly for takeoff, with trailing edge flap needles in agreement and leading edge devices indicating green.

They could have selected the wrong setting for the runway (15 degrees trailing edge vs. 25 degree, or 25 vs. 15) but the leading edge indicating green and trailing edge needles in agreement.
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Old 6th Mar 2017, 10:19
  #129 (permalink)  
 
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aterpster, I think Stardust is referring to crew actions after the sandbags liberated the right inboard flaps
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Old 6th Mar 2017, 11:04
  #130 (permalink)  
 
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Haven't flown the 727, but on the 747-100 & 200, in the simulator quite often the wrong checklist was called for in regard to flaps; asymmetric flaps vs split flaps.
Maybe. Have seen it in the 727 sim as well.
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Old 6th Mar 2017, 13:55
  #131 (permalink)  
 
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andrasz,

aterpster, I think Stardust is referring to crew actions after the sandbags liberated the right inboard flaps
Based on the video, it didn't seem like they had sufficient time to do much of anything other than try to get it back on the ground. Having said that, I see your point.

I wonder whether the old FDR on a 727 recorded flap position? I would suspect not.
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Old 7th Mar 2017, 04:46
  #132 (permalink)  
 
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Mid 90's FAA requirement was for FDRs to record 22 parameters. Leading edge device position OR selection and trailing edge flaps position OR selection are two of the 22.

Hard to know what the crew knew without the CVR. An asymmetry should lock that set of flaps (inboard or outboard) when the needles are two or three needles widths apart. But was the right inboard sensor damaged and stuck at the takeoff setting? That would lock the left inboards as they started to retract. Or did it generate non-existent flap positions that matched the selected flap setting? That would allow the left inboards to retract.

The best split/asymmetric flap checklist I've seen had pictures - if you see this (inboard and outboard gauges split), do this. If you see this (left and right needles diverging), do this.
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Old 15th May 2017, 17:47
  #133 (permalink)  
 
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From the article...

"Flight-data recorder information indicates that the trijet was configured with 30 take-off flaps. The inquiry associates this setting with a modification known as the ‘Quiet Wing’ which was developed for the 727 in order to reduce noise.

The ‘Quiet Wing’ system is designed to increase take-off performance through modifications including a flap and aileron droop, to increase lift and thereby cut perceived noise on the ground."


First time I have ever heard of a flaps 30 takeoff. Did plenty of flaps 25 takeoffs in a similar sort of runway and elevation. That is a lot of drag when an engine is lost along with the other damage. I wonder if quickly reducing some flap, even if speed is slow would be advantageous.
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Old 15th May 2017, 18:55
  #134 (permalink)  
 
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Flaps 30 take-off?

I have some hours/years on 727.

Need someone to enlighten me.
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Old 15th May 2017, 19:24
  #135 (permalink)  

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F30 for take-off? You are kidding.
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Old 15th May 2017, 19:52
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And I find highly improbable that they would be bothered with noise abatement...
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Old 15th May 2017, 19:56
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Indeed....
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Old 15th May 2017, 20:06
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Flaps 30 on take off is part of numerous modifications included in a Special Type Certificate following modifications (ST 00507 SE)


That's explained in the preliminary report.






Flaps 30 (aileron and flaps droop) is part of some modifications that are included in a Special Type Certificate, explained in the interim report.
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Old 15th May 2017, 20:44
  #139 (permalink)  

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Well, you learn every day.
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Old 15th May 2017, 20:51
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I have watched the video over and over. 30 deg of Flaps? Don't think so.
Where does (ST 00507 SE) say 30 deg?
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