B747 runway overrun (Video)
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B747 runway overrun (Video)
Don't know if this has been posted on here, tried a search but couldn't find owt.
A Tradewinds 747 over ran the runway at MDE last week causing substantial damage. Apparantly had some kind of engine problem warrenting an aborted take off, but failed to stop before running off the end of the wet runway.
The over run was captured on video by an airport security camera :-
http://ds1.thatvideosite.com/streamv...key=1150207070
5 crew members onboard all evacuated safely.
A/c was carrying a cargo of flowers and was destined for MIA.
A Tradewinds 747 over ran the runway at MDE last week causing substantial damage. Apparantly had some kind of engine problem warrenting an aborted take off, but failed to stop before running off the end of the wet runway.
The over run was captured on video by an airport security camera :-
http://ds1.thatvideosite.com/streamv...key=1150207070
5 crew members onboard all evacuated safely.
A/c was carrying a cargo of flowers and was destined for MIA.
Actually, not achieving full reverse thrust until right at the last moment doesn't explain why the B747 ran off the runway. Take-off performance data assumes no reverse thrust. Only brakes and spoilers are used in their calculations. Any reverse thrust is a bonus.
Also the fact that the runway was wet should have been accounted. So too if the runway was contaminated with standing water up to 13 mm.
Also the fact that the runway was wet should have been accounted. So too if the runway was contaminated with standing water up to 13 mm.
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Take-off performance data assumes no reverse thrust.
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Odds are really good that you are going sailing off the end if you are bumping up against the runway limit. The airplane is 35 years old and the data was compiled using test pilots from boeing with a brand new airplane with brand new brakes. Even with the built in error margins,assuming he did everything right, it's a tricky proposition on a wet runway.
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>>Not quite, DRY data assumes no reverse, WET data assumes full credit for reverse<<
Don't be so sure, Daysleeper, the aeroplane was operated to FAA regulations, not CAA/JAR.
Many differences, old boy.
Don't be so sure, Daysleeper, the aeroplane was operated to FAA regulations, not CAA/JAR.
Many differences, old boy.
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OUCH!
p.s. i don't know how that thumbsup appeared... I don't think it something for thumbs up... very glad all aboard made out fine
p.s. i don't know how that thumbsup appeared... I don't think it something for thumbs up... very glad all aboard made out fine
Last edited by rhovsquared; 23rd Jun 2006 at 21:20.
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Maybe he stopped exactly where he should have.
Actually has anyone considered that he was always going off the end of the runway?
Perf A RTO Performanc only gurantees you'll stop within the "Accelerate Stop Distance Available" (the ASDA ) and that is not neccessarily within the Paved surface of the runway, but can be in the stop end beyond the usable Take Off Run Available (TORA).
Admittedly in this case if there is a Stop Way it doesn't look much up to weight bearing capability.
Only thought here is that he used the wrong data i.e. Dry instead of wet or even a TESCO instead of an ASDA ?
(sorry guys but thats a Ground school Classic in the UK)
Perf A RTO Performanc only gurantees you'll stop within the "Accelerate Stop Distance Available" (the ASDA ) and that is not neccessarily within the Paved surface of the runway, but can be in the stop end beyond the usable Take Off Run Available (TORA).
Admittedly in this case if there is a Stop Way it doesn't look much up to weight bearing capability.
Only thought here is that he used the wrong data i.e. Dry instead of wet or even a TESCO instead of an ASDA ?
(sorry guys but thats a Ground school Classic in the UK)
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Has anyone considered that they don't know exactly what happened and maybe they shouldn't speculate about what the crew actually did or did not do?
And, if you're going to post about performance data assumptions and procedures, at least be CORRECT.
And, if you're going to post about performance data assumptions and procedures, at least be CORRECT.
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Yep, it's a write off.
http://www.jetphotos.net/viewphoto.php?id=5757287
http://www.jetphotos.net/viewphoto.php?id=5757284
DAL2728, think you'll have trouble winning that bet as these photo's were posted the same day
http://www.jetphotos.net/viewphoto.php?id=5757287
http://www.jetphotos.net/viewphoto.php?id=5757284
DAL2728, think you'll have trouble winning that bet as these photo's were posted the same day
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If full credit for reverse thrust is included for a wet runway, then dispatch with a thrust-reverser locked out would be a no-go item in the MEL, which it is not. However, full reverse must be available for landing on a slippery/contaminated runway.
skiesfull,
not exactly correct - if you have a thrust reverser inoperative you must use the chart/corrections for wet runway with T/R INOP takeoffs. You'll find that the MEL refers to use applicable performance data. You'll see that in a field lenghth limited runway there is a significant weight penalty.
not exactly correct - if you have a thrust reverser inoperative you must use the chart/corrections for wet runway with T/R INOP takeoffs. You'll find that the MEL refers to use applicable performance data. You'll see that in a field lenghth limited runway there is a significant weight penalty.