c of g shift ?
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c of g shift ?
https://simpleflying.com/air-france-...gravity-shift/
I had not heard of this happening before , is the cargo not normally better secured
I had not heard of this happening before , is the cargo not normally better secured
Last edited by widgeon; 6th Mar 2020 at 11:39. Reason: spelling
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Unsecured container(s) - maybe. CG shift - no way. CG shift IS an emergency and is a "land immediately" situation. Citing "a passenger who wants to remain anonymous" is non-journalism at best, but truly is tabloid sensationalism. Air France is hardly an omnipowerful organization, and EU is not really the place where he could be fearing any repercussions. Comparing this to Bagram crash is comparing apples and oranges. In Bagram, 80 tons of armored vehicles snapped off their moorings and slammed into the bulkhead. Here, an LD3 container that weighs 2 tons max was hardly a danger to a 300-ton plane.
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I remember quite a few years ago dropping 36 paras out of a DC3. We were flying, or trying to, at 10 Kts above the stall. 36 paras at the back of the aeroplane put it out of aft C of G limits. When they had all jumped 15 seconds later we were on forward C of G limits. The stick went from full forward to well aft in this period and holding it off the stall was difficult to say the least!!
Reminds me of the movie "Castaway" with Tom Hanks. The FEDEX containers were banging around all over the place. The loaders should have been sacked.
Re. AF - If one container is loose, how do you know others are not loose also. Divert = Good Decision.
Re. AF - If one container is loose, how do you know others are not loose also. Divert = Good Decision.
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https://simpleflying.com/air-france-...gravity-shift/
I had not heard of this happening before , is the cargo not normally better secured
I had not heard of this happening before , is the cargo not normally better secured
However this can happen. We had problems with A330/A340 where the locks could unlock themselves very easily. You could just slap the lock and just fall. It was said the be fixed when A350s come. Well, there are A350 now but we still have to load them as before because of this problem. Other company with A350 has no problem with that.
I was on a Pan Am 747 LAX-SEA just before Tenerife and the cans were banging around underneath the floor in turbulence.
I assumed that they were banging against the stops and possibly each other but not that they were unrestrained.
I assumed that they were banging against the stops and possibly each other but not that they were unrestrained.
Having said that, all airlines state that all locks must be serviceable. If one is missing then the position should remain void (empty) or the weight limit is reduced (LH has this in their Groud Ops Manual). There are, however, some carriers which do not ensure that the aircraft are serviceable so the loaders are left on their own to decide how best to lock the units. Surprisingly some airlines you'd expect to be good at this were quite shocking in their attitude to locks. One major European carrier was shockingly bad.
Anilv
At some point just having them loose without regard to CG is a bad bad thing waiting to happen.
