Lufthansa 747's stuck at an airport they can't legally fly out of.
 

Ooops, bit of bad planning there.

https://airwaysmag.com/airlines/luft...egal-to-leave/



https://www.airlive.net/six-lufthans...y-to-take-off/

Well, if this had happened any further South East than Calais I would expect major amounts of dollars to change hands and then the law would be changed to allow their exit but as it is in the Netherlands I imagine exemptions will be issued as soon as they are requested?

Sounds rather odd... Is there an actual technical / performances issue or is it more a paperwork matter ? I'd be surprised that an empty, lightly fueled 747-400 could not safely depart from a 7900 ft runway.

In any case there seems to be an aircraft dismantling operation there (Aircraft End-of-Life Solutions(AELS)) so I guess it is mostly a commercial issue.

Years ago a BA 747 made an emergency diversion to a field with a short runway believing they had a hold fire.

As I recall, they send a team of engineers down to remove all the cabin fittings to get the aircraft down to a suitable TOW.

Google Maps today shows only one 747 there, and it doesn't seem to be a LH one (upper body is blue whereas the three in the airlive story are white). Where did that one go?

https://cimg9.ibsrv.net/gimg/pprune....cd5e7ec8f9.jpg

I believe this is the incident referred to here

https://www.pprune.org/rumours-news/...hr-divert.html

They launched one from Kemble once - not a -400 but still impressive.

https://cimg0.ibsrv.net/gimg/pprune....8dfcd2c4ee.jpg
From the Old Kemble Aerodrome Facebook Page

Fed up trying to post a link to the above!!!! Sounded like the biggest issue (well, for ATC that is) was accessing the cockpit to sort out the paperwork ahead of departure!!!

I believe the declared distances at EGBP are TORA/TODA/ASDA 1799m on 26 (actual tarmac is 1973m but only 1799 available) and not much to bump into on the climb-out if I recall! From the pic, that got off the ground quite a way back from the end of 26.

I wouldn't trust google earth to be up to date.....


https://cimg7.ibsrv.net/gimg/pprune....f6037d09a6.jpg


https://cimg0.ibsrv.net/gimg/pprune....c41ad0eff0.jpg

How and Why would you approve a widebody like a 744 land but not takeoff ?
I think, the ground is exhibited with more violent forces upon landing rather than supporting the weight of an aircraft as it thrusts away and takes off.
But i'm not a scientist, so go ahead, execute me with your formulas and sources on the internet that prove that actually asphalt bends and splits under weight and the natural ground foundation below it will shift causing everything to rip open above.

Pan the photo (actually taken in 2018) northeast and you'll see a second ex-KLM B744 in front of the hangar. The absence of engines on that one might give you a clue as to their fate. :O

Pretty sure some 744's have departed (as well as arrived for the final time) from Kemble's 6000ft (approx) runway.

In fact, I believe the Corsair examples that have been there recently are due to leave (if they haven't already)?

It's not the length of rwy or performance issue, but a paperwork issue relating to the airport itself, if you read the whole article it is explained.

Ttfn

That's the one.

I was cabin crew at the time and seem to remember being stuck in Budapest as they'd borrowed our 757 for the repatriation flight!

As I recall, the whole thing was an unfortunate (and very expensive!) false alarm!

See post #7.

Not as unfortunate nor expensive as ignore a real alarm would have been, though.

Better to be down here...............

Ummm - because the regulations were changed after these aircraft landed?

Additionally, the new rules say wide-bodies can still land - but only if they will be dismantled on-site and not take off again.

And are made by an agency charged with both transportation and protecting the environment. The noise-pollution difference between approach thrust and take-off thrust may play a role. Not everything is about "forces."

I understand they were changed after the fact - but regulations are not a lightswitch that you can toggle on/off so quickly, its like they have financial or otherwise other unknown interests that the companies invest resources and waste time dismantling them and transporting them by land - rather than make an exception to the rule.
But what do I know I'm just a tiny civilian in the rat race, your perspective may vary.

Unfortunately it is not just paperwork. The runway strip itself is suitable, but some of the area's directly connected to it are not. The lack of a turning area and the low strenght of the stopway are mentioned in the dutch article. The airport also lacks approved departure procedures.

Update: They got a one time exempt by the authorities this morning.

Wycombe, just happened to be passing by Kemble today. Firstly, sobering to see all the hulks down there. I recall Belfasts, Argosies and Andovers lined up for disposal in the 70's - but never anything on the scale of today! Wondered why so many folk were about. Ended up seeing an ex-Saudi -400 depart 1530-ish for Doncaster - once they had sorted a snag on the #3 which seemed to be attracting some TLC from the techies ahead of departure!!!! Suitably sized hammer eventually located and it was all systems go from there. Amazing to watch it go and almost immediately enter into a RH climbing turn up to 8000 for onward clearance into the airways. Last seen in the sunlight climbing towards the SE probably overhead Fairford by then. I guess there will still be 747F's about for a while and not all pax 747's have gone but it was deffo a case of "is that the last one I'll see depart?" as now retired from Aviation (a heart op ("just to check you have one!" as my last Boss observed - the bu&&er knew me too well!!) + then Covid made the decision for me). Definitely the closest I will be to one ever again.

The above-mentioned departure has been put on YT for our delectation.....


Looks like they gave No.3 a ground run first! - followed by a very long push-back up the active (presumably not enough space for the jumbo to turn at the upwind end)