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Iranian Fars 747 Cargo...Uppssss...

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Iranian Fars 747 Cargo...Uppssss...

Old 17th Mar 2019, 13:14
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Iranian Fars 747 Cargo...Uppssss...

It Happens...

facebook.com/Aeronews.ro/posts/2133303380079084
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Old 17th Mar 2019, 22:30
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Ooops.....
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Old 17th Mar 2019, 22:51
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These things happen...




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Old 17th Mar 2019, 23:08
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Is that a -200?
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Old 17th Mar 2019, 23:38
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The ass & the cart on its ass. A picture thatíll youíll see on every loading course until the end of time
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Old 18th Mar 2019, 00:46
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I saw that years ago at MIA Cargo City with a DC-8-71 operated by one of the package delivery outfits. It looked ridiculous, but apparently little harm was done. The loadmaster, or whomever was responsible for the loading, had neglected to place the tail strut/stand in position. Loading proceeded as usual with the first loaded (pallets, ULDs etc.) going to the rear. Without the tail strut/stand in place, the DC-8 gently (so I was told) settled onto its tail skid. I thought that it would be an involved procedure to restore the DC-8 to its three-point stance, but I was surprised at how easily it was done. The load was slowly shifted forward, and the aircraft rather gently (I watched this) settled onto its nose gear. After a few compression cycles of the nose strut all was declared good. I noticed that the tail strut/stand was immediately installed. I was surprised to hear that there was no damage to the airplane itself; however, I'm sure that some reputations/egos were somewhat damaged.
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Old 18th Mar 2019, 01:25
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Whats the correct procedure to avoid something like this? Heavy pallets only up front, unload through rear door, move all pallets forward after each removed from the front?
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Old 18th Mar 2019, 02:17
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Back in the early '80's, I was a terminal agent for a Canadian charter airline. At that time, we operated three B 707's. Air Canada handled us, and sometimes their operations were more important to them than their contract with us - things were occasionally got wrong. One of these was using the wrong towbar for pushback one cold winter morning. There were two possible towbars, both fit, but only one was right. The wrong one was apparently for a B727, and although it fit, required a pin be pushed through the link of the towbar and link on the oleo. The proper towbar had a mechanism inside like a door lock, instead of the pin.

The towbar was installed, fueled, and the passengers, and baggage loaded. No one noticed that the towbar and pin had now passed down between the two nosewheels, as the oleo compressed. It was first noticed with four engines running, pushed back onto the apron - couldn't pull the pin, it was between the nosewheels. All kinds of worried looks, and fuel being burned, while still tying up a gate. I suggested to the director of operations that we ask most of the passengers, to get up, and slowly walk to the back of the cabin until the oleo rose enough to pull the pin. He thought about it, but did not want the embarrassment, and having to reseat everyone again. Instead, a hacksaw was found, and the pin cut, and slid, and cut and slid, until it was out. I recall it taking 15 minutes or so. After that, one of my jobs was to assure that the correct towbar was connected.

Experience is valuable!
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Old 18th Mar 2019, 02:22
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Support tripods are used on some 747 models if I remember correctly?
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Old 18th Mar 2019, 04:01
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Originally Posted by Skyborne Flyer
Whats the correct procedure to avoid something like this? Heavy pallets only up front, unload through rear door, move all pallets forward after each removed from the front?
Use the REQUIRED tail stand! Many cargo aircraft are converted passenger aircraft, and due to the expense of installing a cargo door, only one is usually fitted ... at the left front. This often necessitates a load imbalance while loading the aircraft, hence the requirement for the tail stand.
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Old 18th Mar 2019, 05:54
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Or nose tie downs.
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Old 18th Mar 2019, 06:21
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Or just load/unload the aircraft in the right sequence. We used to use tailstands on 744 freighters for years until someone high up decided it was cheaper not to use them. Having seen an MD11 sit on its tail, with the APU exhaust trying to burn through the tarmac, I didn't think it was the best decision. In the MD11 case, we hired cranes with slings to support the fuselage as the weight was redistributed.

Hey, boss... I'm having trouble disconnecting external power...



On some aircraft, the ground handling busses trip off when the nose is off the ground, so you can't just redistribute cargo electrically to get the nose back down.
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Old 18th Mar 2019, 07:43
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Originally Posted by 4runner
Is that a -200?
Yes - 1991-vintage, originally delivered to Nippon Cargo

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Old 18th Mar 2019, 10:29
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It happens................

But only once to each of us.

Loading a CL44 in DXB with gold bars for India; I decided that it would be elegantly efficient to have the gang of loaders take a bar each up the forward stairs, down the fuselage, add the bar to the stack (which would spread forwards as loading progressed), and exit through the rear door to collect another bar and repeat the process.

Worked like a dream.........................until as the loader with the "critical" bar walked aft, the nosewheel gracefully rose off the ground, the loader accelerated downhill, those behind him accelerated down the steepening slope, you know the rest of the story.
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Old 18th Mar 2019, 10:58
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Hang on a minute lads, I've got a great idea
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Old 18th Mar 2019, 11:51
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those behind him accelerated down the steepening slope, you know the rest of the story.
The movie The Italian Job, with Micheal Cain?
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Old 18th Mar 2019, 12:53
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On the looping mountain roads, driver "Big" William loses control of the coach. The back of the bus is left teetering over a cliff and the gold slides towards the rear doors. As Croker attempts to reach the gold, it slips further. The film finishes on a literal cliffhanger with Croker announcing: "Hang on a minute lads, I've got a great idea"
Yup..........
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