B6Contrails From United States of America, joined Sep 2009, 9 posts, RR: 0 Posted (2 years 4 months 3 weeks 6 days 6 hours ago) and read 30497 times:
A buddy of mine that works ramp near terminal A, said that there is a CO 764 with a gear collapse resting on its engine by the Fedex ramp, havent been out there to see it yet, any word on this?
UAL747DEN From United States of America, joined Dec 2003, 2174 posts, RR: 16 Reply 1, posted (2 years 4 months 3 weeks 6 days 4 hours ago) and read 29867 times:
Letsgetwet From United States of America, joined Jul 2005, 609 posts, RR: 0 Reply 2, posted (2 years 4 months 3 weeks 6 days 4 hours ago) and read 29510 times:
All I knowis that it was the outbound FRA flt. Aircraft swap and it left 4 hours late. I guess everyone is OK.
Airstud From United States of America, joined Nov 2000, 1405 posts, RR: 1 Reply 3, posted (2 years 4 months 3 weeks 6 days 4 hours ago) and read 29512 times:
Mbm3 From United States of America, joined Jul 2005, 729 posts, RR: 2 Reply 4, posted (2 years 4 months 3 weeks 6 days 3 hours ago) and read 29073 times:
A post in FlyterTalk's CO forum indicates that it was an axle failure durring taxi on Ship 51 which was operating CO50 to FRA last evening. PAX deplaned and continued on replacement aircraft, arriving 4 hours late.
Let Me Tell You, Landing A 772ER Is Harder Than It Looks!
Ewrw4co From United States of America, joined Oct 2004, 48 posts, RR: 0 Reply 5, posted (2 years 4 months 3 weeks 6 days 2 hours ago) and read 28632 times:
Netjetsintl From United States of America, joined Jul 2009, 593 posts, RR: 0 Reply 7, posted (2 years 4 months 3 weeks 6 days 1 hour ago) and read 27772 times:
Quoting Airstud (Reply 3): Uh...what causes the gear to just plain collapse?
Most common cause, pushing back with a gear pin (or pins) not in....
7673mech From United States of America, joined Mar 2004, 612 posts, RR: 0 Reply 8, posted (2 years 4 months 3 weeks 6 days 1 hour ago) and read 27489 times:
Quoting Airstud (Reply 3): Uh...what causes the gear to just plain collapse?
Quoting Netjetsintl (Reply 7): Most common cause, pushing back with a gear pin (or pins) not in....
Usually component failure - especially if happened on taxi out and it was a main gear.
Towing without a pin (steering bypass) more often damages the towbar more then the aircraft.
CO uses mainly towbarless tractors so this would not be an issue.
Towing without gear pins is policy at some airlines. They only require them if they need to be installed for maintenance purposes.
Over eight-hundred twenty times a day the people of TWA take to the air with just one mission. Yours.
OPNLguy From , joined Dec 1969, posts, RR: Reply 9, posted (2 years 4 months 3 weeks 6 days 1 hour ago) and read 27393 times:
Quoting Airstud (Reply 3): Uh...what causes the gear to just plain collapse?
Another poster above said it was an axle failure, which is different than a full gear collapse. Hard to say which it really is since the info posted is a little contradictory. A 767 MLG has two axles and two tires, so if an axle (singular) failed, one would think the aircraft would stay relatively level (and no engine touching the ground), with the remaining axle/tires then carrying the weight of the failed axle. If both axles failed, that could be a different story, but a MLG collapse doesn't strike me as having much to do with the axles and instead would involve MLG actuators and other MLG hardware.
Max Q From United States of America, joined May 2001, 2337 posts, RR: 18 Reply 10, posted (2 years 4 months 3 weeks 6 days 1 hour ago) and read 27036 times:
Well, it can't have been that serious if the Aircraft departed 4 hours later.
The best contribution to safety is a competent Pilot.
Stratosphere From United States of America, joined Sep 2007, 1475 posts, RR: 4 Reply 11, posted (2 years 4 months 3 weeks 6 days ago) and read 26749 times:
Quoting Max Q (Reply 10): Well, it can't have been that serious if the Aircraft departed 4 hours later.
Deltajets From United States of America, joined Aug 2008, 57 posts, RR: 0 Reply 12, posted (2 years 4 months 3 weeks 6 days ago) and read 26533 times:
Quoting OPNLguy (Reply 9):
Another poster above said it was an axle failure, which is different than a full gear collapse. Hard to say which it really is since the info posted is a little contradictory. A 767 MLG has two axles and two tires, so if an axle (singular) failed, one would think the aircraft would stay relatively level (and no engine touching the ground), with the remaining axle/tires then carrying the weight of the failed axle. If both axles failed, that could be a different story, but a MLG collapse doesn't strike me as having much to do with the axles and instead would involve MLG actuators and other MLG hardware.
A 767-400 Main gear collapse would almost be physically impossible. The Retract actuator would not be able to retract the gear with the weight of the plane on it. I would be my money on a failure of some sort or maybe a side brace failure? Or the Drag brace?
OPNLguy From , joined Dec 1969, posts, RR: Reply 14, posted (2 years 4 months 3 weeks 6 days ago) and read 26375 times:
Quoting Deltajets (Reply 12): A 767-400 Main gear collapse would almost be physically impossible. The Retract actuator would not be able to retract the gear with the weight of the plane on it. I would be my money on a failure of some sort or maybe a side brace failure? Or the Drag brace?
The OP cited the info as having come from a ramp buddy, who characterized it as a gear collapse. Whether it was actually that, or an axle failure (as reported on that FT thread), I have no idea, just that a gear collapse and an axle failure don't seem to click as having to do with one another..
FLY2TUS From United States of America, joined Dec 2007, 65 posts, RR: 0 Reply 15, posted (2 years 4 months 3 weeks 5 days 23 hours ago) and read 25314 times:
Quoting 7673mech (Reply 8): Towing without a pin (steering bypass) more often damages the towbar more then the aircraft.
CO uses mainly towbarless tractors so this would not be an issue.
Not entirely true. The EWR tow team uses the "towbarless tractors" to reposition aircraft gate to gate, from the hangar, etc. Pushing back flights with pax are done with good ol' towbars and push tractors.
BMI727 From United States of America, joined Feb 2009, 10907 posts, RR: 27 Reply 16, posted (2 years 4 months 3 weeks 5 days 23 hours ago) and read 25178 times:
Quoting FLY2TUS (Reply 15): The EWR tow team uses the "towbarless tractors" to reposition aircraft gate to gate, from the hangar, etc. Pushing back flights with pax are done with good ol' towbars and push tractors.
I've noticed this at many airports. The towbarless tractors are usually used only to reposition aircraft and almost all are pushed back with the tow bars and tugs. Do towbarless tractors take longer to detatch? Or is it just that airlines still have more of the old style tugs?
Why do Aerospace Engineering students have to turn things in on time?
T5towbar From United States of America, joined Feb 2009, 336 posts, RR: 0 Reply 17, posted (2 years 4 months 3 weeks 5 days 23 hours ago) and read 24975 times:
Quoting FLY2TUS (Reply 15): Quoting 7673mech (Reply 8):
Towing without a pin (steering bypass) more often damages the towbar more then the aircraft.
CO uses mainly towbarless tractors so this would not be an issue.
Not entirely true. The EWR tow team uses the "towbarless tractors" to reposition aircraft gate to gate, from the hangar, etc. Pushing back flights with pax are done with good ol' towbars and push tractors.
Correct.
NOCC uses towbarless tractors. A lot simpler process since they move a lot of planes.
We on the ramp push 'em with the good old fashioned towbars and tractors.
Ramp 101: "Rule of the bypass pin: First in - Last out"
I didn't see the aircraft in question, so it must have been already moved to the hangars.
Contrails15 From United States of America, joined Oct 2008, 1085 posts, RR: 0 Reply 18, posted (2 years 4 months 3 weeks 5 days 22 hours ago) and read 24650 times:
Quoting T5towbar (Reply 17): Ramp 101: "Rule of the bypass pin: First in - Last out"
We work with 320's and 190's. with the 320 we are required to show the captain the bypass during our way off. With the 190 its a bypass switch and we give the captain a thumbs up. First thing I always do is as soon as that plane is blocked in, bypass goes on. Its a very easy thing to forget.
FLY2TUS From United States of America, joined Dec 2007, 65 posts, RR: 0 Reply 19, posted (2 years 4 months 3 weeks 5 days 20 hours ago) and read 23596 times:
Quoting T5towbar (Reply 17): I didn't see the aircraft in question, so it must have been already moved to the hangars.
I've been reading other places Ship 51 was towed to the hangar pretty quick last night. It sat on Taxiway D for a while.
Max Q From United States of America, joined May 2001, 2337 posts, RR: 18 Reply 20, posted (2 years 4 months 3 weeks 5 days 19 hours ago) and read 22815 times:
Quoting Deltajets (Reply 12):
A 767-400 Main gear collapse would almost be physically impossible. The Retract actuator would not be able to retract the gear with the weight of the plane on it. I would be my money on a failure of some sort or maybe a side brace failure? Or the Drag brace?
I think you have a much better idea of the problem.
The best contribution to safety is a competent Pilot.
EwRkId From United States of America, joined Dec 2008, 590 posts, RR: 0 Reply 21, posted (2 years 4 months 3 weeks 5 days 18 hours ago) and read 22331 times:
Can anyone tell me if i was on that plane....... I flew a CO 764 flt 50 EWR-FRA on 7/22/09 and CO51 FRA-EWR 8/3/09?? Any help would be appreciated
Cruiseshipcrew From United States of America, joined Aug 2008, 109 posts, RR: 0 Reply 22, posted (2 years 4 months 3 weeks 5 days 18 hours ago) and read 22244 times:
Quoting EwRkId (Reply 21): Can anyone tell me if i was on that plane....... I flew a CO 764 flt 50 EWR-FRA on 7/22/09 and CO51 FRA-EWR 8/3/09?? Any help would be appreciated
Just because its the same flight doesn't mean its the same physical plane. I flew ship 51 once from EWR-HNL. They mix the birds up a lot.
EwRkId From United States of America, joined Dec 2008, 590 posts, RR: 0 Reply 23, posted (2 years 4 months 3 weeks 5 days 18 hours ago) and read 21912 times:
Quoting Cruiseshipcrew (Reply 22): ust because its the same flight doesn't mean its the same physical plane. I flew ship 51 once from EWR-HNL. They mix the birds up a lot.
I realize that i was just wondering if there was any chance it MIGHT have been the same plane that i was on for both of those flights
T5towbar From United States of America, joined Feb 2009, 336 posts, RR: 0 Reply 24, posted (2 years 4 months 3 weeks 5 days 16 hours ago) and read 21080 times:
Quoting Cruiseshipcrew (Reply 22): Quoting EwRkId (Reply 21):
Can anyone tell me if i was on that plane....... I flew a CO 764 flt 50 EWR-FRA on 7/22/09 and CO51 FRA-EWR 8/3/09?? Any help would be appreciated
HNL is usually on a 764 from EWR, so you probably were, but who knows. Our widebodies are utilized very efficiently, so they get often repositioned quite a bit.
WIGGAM From United States of America, joined Sep 2009, 13 posts, RR: 0 Reply 26, posted (2 years 4 months 3 weeks 5 days 15 hours ago) and read 22576 times:
Quoting Georgebush (Reply 25): It can be a hydraulic failure, or a blown hose, no hydraulics no resistance.
So when an airplanes engines are off, ie no hydraulic pressure the gear just collapses.
Do you have any idea what you are talking about? Clearly not.
A340Spotter From United States of America, joined Jul 2003, 1958 posts, RR: 31 Reply 27, posted (2 years 4 months 3 weeks 5 days 14 hours ago) and read 22016 times:
Quoting EwRkId (Reply 21): Can anyone tell me if i was on that plane....... I flew a CO 764 flt 50 EWR-FRA on 7/22/09 and CO51 FRA-EWR 8/3/09?? Any help would be appreciated
For your info, you weren't...50/22Jul was 057, 51/03Aug was 060.
Regards
JSD
"Irregardless, it's a Cat III airplane, we don't need an alternate!"
IAHcsr From United States of America, joined Jun 1999, 3231 posts, RR: 50 Reply 29, posted (2 years 4 months 3 weeks 5 days 13 hours ago) and read 21175 times:
Last I saw.. it was next status update on the 20th.. I suspect it will take longer then that to ship in a replacement axle.. if not the entire gear....
..That's all we need, another wide-body out of service... Ship 014 (the former Peter 'Mad' Max) has been out of service for serves days due to bird strike damage... I'd must have been a very big bird...
AA737-823 From United States of America, joined Mar 2000, 4801 posts, RR: 14 Reply 31, posted (2 years 4 months 3 weeks 5 days 11 hours ago) and read 20408 times:
Quoting Georgebush (Reply 25): It can be a hydraulic failure, or a blown hose, no hydraulics no resistance.
You're joking, right? So, what happens each night when I turn the aircraft power off? Have my planes been falling on the ground while I wasn't looking? Sorry for being facetious, but...
I can guarantee you that such a design would NOT be certified by ANY ruling authority.. much less an authority located outside of a third world country.
Gear, both nose and mains, are mechanically locked down. Many are mechanically locked up as well, while others rest on mechanically locked gear doors.
In any event, it will be VERY interesting to see what the NTSB determines was the cause of this alleged bogey failure... corrosion? Fatigue cracking? I suppose that, even with strengthened gear, a 764 is putting a good deal more weight on those bogies than a 762 or 763.
JetMech From Australia, joined Mar 2006, 2424 posts, RR: 54 Reply 32, posted (2 years 4 months 3 weeks 5 days 10 hours ago) and read 20544 times:
Quoting Netjetsintl (Reply 7): pushing back with a gear pin (or pins) not in....
Not too sure about this. I can't recall ever pushing back an aircraft with the gear pins in.
Quoting 7673mech (Reply 8): Towing without a pin (steering bypass) more often damages the towbar more then the aircraft.
CO uses mainly towbarless tractors so this would not be an issue.
If you left the steering pin out, wouldn't it be a major issue regardless of the type of tow vehicle used? Out of curiosity, is there any feature to prevent overload if a towbarless tractor attempts to steer a plane without the bypass pin fitted?
Quoting Georgebush (Reply 25): It can be a hydraulic failure, or a blown hose, no hydraulics no resistance
As others have said, it is very unlikely for this to be the cause of a gear collapse. In the following photo, you can see the two sets of tension springs located on the landing gear of the 767.
The springs act in a manner to lock the jury struts, which have an "overcentre" type locking configuration. The jury struts in turn lock the side and main braces. These springs, at all times, apply pressure to the jury struts attempting to straighten and lock them, and hence lock the landing gear in the down position.
Regards, JetMech
[Edited 2009-09-19 05:11:48]
JetMech split the back of his pants. He can feel the wind in his hair.
CALTECH From Poland, joined May 2007, 1252 posts, RR: 14 Reply 33, posted (2 years 4 months 3 weeks 5 days 9 hours ago) and read 18907 times:
Like others have said, the main gear cannot retract with the airplane on the ground even with hydraulics. The nose gear on the other hand.
Quoting JetMech (Reply 32): If you left the steering pin out, wouldn't it be a major issue regardless of the type of tow vehicle used? Out of curiosity, is there any feature to prevent overload if a towbarless tractor attempts to steer a plane without the bypass pin fitted?
Believe the nose gear pivots on the back of the Supertugs, no bypass pins would be needed. Any Supertug drivers out there ?
.....and to the republic for which it stands,.....
JetMech From Australia, joined Mar 2006, 2424 posts, RR: 54 Reply 34, posted (2 years 4 months 3 weeks 5 days 8 hours ago) and read 18654 times:
Quoting CALTECH (Reply 33): Believe the nose gear pivots on the back of the Supertugs, no bypass pins would be needed. Any Supertug drivers out there ?
Possibly, but with this tug at least, it appears that the nosegear itself pivots, thus, you would need to fit the bypass pin.
Caljn From United States of America, joined Oct 2007, 151 posts, RR: 0 Reply 35, posted (2 years 4 months 3 weeks 5 days 8 hours ago) and read 18536 times:
So what were the sequence of events? Was it taxiing out for departure and just plopped down on it's engine?
Must have been quite a shock for the passengers!
EwRkId From United States of America, joined Dec 2008, 590 posts, RR: 0 Reply 36, posted (2 years 4 months 3 weeks 5 days 6 hours ago) and read 16831 times:
Quoting A340Spotter (Reply 27): For your info, you weren't...50/22Jul was 057, 51/03Aug was 060.
Regards
JSD
Thank you very much, hopefully they will get it up and running the 764 is a great plane and a pleasure to fly on!!!
FlyDeltaJets From United States of America, joined Feb 2006, 1245 posts, RR: 1 Reply 37, posted (2 years 4 months 3 weeks 5 days 5 hours ago) and read 16708 times:
Any time a 767 is towed a bypass pin must be installed to turn the steering hydralics off.
Position and hold runway one three right landing traffic on runway two two left
TristarSteve From Sweden, joined Nov 2005, 3401 posts, RR: 36 Reply 38, posted (2 years 4 months 3 weeks 5 days 4 hours ago) and read 16467 times:
Quoting FlyDeltaJets (Reply 37): Any time a 767 is towed a bypass pin must be installed to turn the steering hydralics off.
I am sure that is the rule, but we tow planes without a steering pin.
We normally use TBLs, and tow them with no power on the aircraft, so no hydraulics. So no pin required. But I usually (but not always) try to fit a Nose downlock pin. I never fin Main downlocks for towing, unless there is a gear failure that requires it.
Mbm3 From United States of America, joined Jul 2005, 729 posts, RR: 2 Reply 39, posted (2 years 4 months 3 weeks 5 days 2 hours ago) and read 16680 times:
The Wandering Aramean, a blog written by a FlyerTalk moderator, got a pic of the aircraft while it was being towed to the hanger yesterday. Pretty interested shot taken during takeoff on another flight:
CO 764 Ship 51 Gets Towed To Hanger After MLG Failure
A340Spotter From United States of America, joined Jul 2003, 1958 posts, RR: 31 Reply 40, posted (2 years 4 months 3 weeks 5 days 1 hour ago) and read 15946 times:
Quoting Caljn (Reply 35): Was it taxiing out for departure and just plopped down on it's engine?
Caljn, the airplane never came to rest on it's engine.
JSD
"Irregardless, it's a Cat III airplane, we don't need an alternate!"
OPNLguy From , joined Dec 1969, posts, RR: Reply 41, posted (2 years 4 months 3 weeks 5 days 1 hour ago) and read 15963 times:
Quoting Mbm3 (Reply 39): The Wandering Aramean, a blog written by a FlyerTalk moderator, got a pic of the aircraft while it was being towed to the hanger yesterday.
I can understand why the truck cab is facing aft (insufficient clearance between fuselage and #1 engine), so that means if the tug was towing the aircraft forward, the flatbed driver was driving in reverse all the way from the taxiway to the hangar (a really neat trick, if not an outright impossibility), or much more likely, the tug pushed the backwards, in the same direction as the flatbed was oriented. A 764 moving backwards on a cross-airport trip must have looked really strange....
Mbm3 From United States of America, joined Jul 2005, 729 posts, RR: 2 Reply 42, posted (2 years 4 months 3 weeks 5 days 1 hour ago) and read 15811 times:
I am guessing that they tugged the aircraft backwards as it would have been much more difficult to turn it around. Plus, one has to imagine that the SuperTug guys have more experience in that direction than the dude with the SuperFlatbed.
Let Me Tell You, Landing A 772ER Is Harder Than It Looks!
HAWK21M From India, joined Jan 2001, 29818 posts, RR: 61 Reply 43, posted (2 years 4 months 3 weeks 4 days 23 hours ago) and read 15464 times:
Quoting FlyDeltaJets (Reply 37):
Any time a 767 is towed a bypass pin must be installed to turn the steering hydralics off.
A Bypass pin does not turn the hydraulics off but rather stops the flow by creating a bypass.The system pressure exists upstream of the valve.
regds
MEL.
Deltajets From United States of America, joined Aug 2008, 57 posts, RR: 0 Reply 44, posted (2 years 4 months 3 weeks 4 days 23 hours ago) and read 15338 times:
Quoting TristarSteve (Reply 38): I am sure that is the rule, but we tow planes without a steering pin.
We normally use TBLs, and tow them with no power on the aircraft, so no hydraulics. So no pin required. But I usually (but not always) try to fit a Nose downlock pin. I never fin Main downlocks for towing, unless there is a gear failure that requires it.
But always fitting a steering pin is a good rule!
So what are you going to do when the one time the plane gets loose from the tug and there is no brake pressure left in the Brake accumulator??
GRIVely From United States of America, joined Dec 2006, 128 posts, RR: 0 Reply 45, posted (2 years 4 months 3 weeks 4 days 22 hours ago) and read 15339 times:
Not the aviation industry but you might be interested to know that when specialist teams are moving oil rigs from one location to another over distances less than 50 miles or so they usually just use regular flatbed trucks, one facing backwards for the base end of the 90 foot derrick and one facing forward for the head end. Since the derrick is suspended between the two trucks the driver of the rear truck drives backwards the whole distance. I am told by the drivers that it is a bit tricky getting used to it but rather quickly it becomes routine. The longest move backwards I heard of was about 80 miles in west Texas on very narrow rural roads.
A340Spotter From United States of America, joined Jul 2003, 1958 posts, RR: 31 Reply 46, posted (2 years 4 months 3 weeks 4 days 19 hours ago) and read 15007 times:
Quoting OPNLguy (Reply 41): I can understand why the truck cab is facing aft (insufficient clearance between fuselage and #1 engine), so that means if the tug was towing the aircraft forward, the flatbed driver was driving in reverse all the way from the taxiway to the hangar (a really neat trick, if not an outright impossibility), or much more likely, the tug pushed the backwards, in the same direction as the flatbed was oriented. A 764 moving backwards on a cross-airport trip must have looked really strange....
Quoting Mbm3 (Reply 42): I am guessing that they tugged the aircraft backwards as it would have been much more difficult to turn it around.
Based on the location that the photo was taken, this is facing towards Terminal A/UPS. The airplane was parked down near the end of runway 04L. Taking that into account, the airplane was pushed backwards from it's resting spot to the CO hangars located across runway 11/29 which would be right of the photo.
JSD
"Irregardless, it's a Cat III airplane, we don't need an alternate!"
Stratosphere From United States of America, joined Sep 2007, 1475 posts, RR: 4 Reply 47, posted (2 years 4 months 3 weeks 4 days 19 hours ago) and read 14913 times:
Quoting Deltajets (Reply 44): So what are you going to do when the one time the plane gets loose from the tug and there is no brake pressure left in the Brake accumulator??
I have never used a TBL towbarless tractor but I assume it is pretty difficult for an a/c to get away from the tractor since it scoops up the nose gear off the ground hence no need for anyone in the cockpit to "ride the brakes"
Lightsaber From United States of America, joined Jan 2005, 7954 posts, RR: 98 Reply 48, posted (2 years 4 months 3 weeks 4 days 17 hours ago) and read 14653 times:
I'm curious to see if any more information comes out. After examining gear, I'm shocked a jury strut would let go (thanks for the name JetMech... I might be in the business... but there are components I still need to pick up details on). We've done some pretty abusive stuff to gear to try and make it fail. So to hear about this... intrigues me.
Quoting Mbm3 (Reply 39): The Wandering Aramean, a blog written by a FlyerTalk moderator, got a pic of the aircraft while it was being towed to the hanger yesterday
Thank you for the link.
Quoting GRIVely (Reply 45): but you might be interested to know that when specialist teams are moving oil rigs from one location to another over distances less than 50 miles or so they usually just use regular flatbed trucks, one facing backwards for the base end of the 90 foot derrick and one facing forward for the head end. Since the derrick is suspended between the two trucks the driver of the rear truck drives backwards the whole distance. I am told by the drivers that it is a bit tricky getting used to it but rather quickly it becomes routine.
Yea... I've met other truck drivers would would find driving backwards a mile or two easy. But I'd be curious who was driving in reverse!
MSYPI7185 From United States of America, joined Oct 2007, 683 posts, RR: 0 Reply 49, posted (2 years 4 months 3 weeks 4 days 17 hours ago) and read 14652 times:
Quoting Deltajets (Reply 44): So what are you going to do when the one time the plane gets loose from the tug and there is no brake pressure left in the Brake accumulator??
The pin only acts to bypass hydraulic pressure to the nose gear. The brakes are on the MLG therefore there is no effect and the brakes can be applied to stop the aircraft. However with a TBL tug the nose gear is craddled and I really do not believe the aircraft can get away, unless somebody is doing something they should not be. But I do not have personal experience on the TBL tugs, but I have pushed back and/or towed hundereds if not thousands of aircraft.
I have had shearpins break, although rarely, resulting in a loose aircraft, but whoever is riding the brakes applies them and all is OK.
Ocracoke From United States of America, joined Jan 2008, 612 posts, RR: 0 Reply 50, posted (2 years 4 months 3 weeks 4 days 17 hours ago) and read 15137 times:
This is not the first time something similar to this has happened to a Boeing 767.
Deltajets From United States of America, joined Aug 2008, 57 posts, RR: 0 Reply 51, posted (2 years 4 months 3 weeks 4 days 17 hours ago) and read 14419 times:
Quoting Stratosphere (Reply 47): I have never used a TBL towbarless tractor but I assume it is pretty difficult for an a/c to get away from the tractor since it scoops up the nose gear off the ground hence no need for anyone in the cockpit to "ride the brakes"
When "supertug" comes and scoops up any aircraft, It is policy for the APU to be running, the Hydraulics pressurized and the steering pin in, just incase the aircraft happens to get away from the tug. I think this is just an extra safety measure that is a good practice.
Valkyrie01 From United States of America, joined Mar 2007, 72 posts, RR: 0 Reply 52, posted (2 years 4 months 3 weeks 4 days 16 hours ago) and read 14176 times:
Quoting Deltajets (Reply 51): When "supertug" comes and scoops up any aircraft, It is policy for the APU to be running, the Hydraulics pressurized and the steering pin in, just incase the aircraft happens to get away from the tug. I think this is just an extra safety measure that is a good practice.
What if there is no one in the cockpit?????????
The best there is the best there was the best there ever will be
Deltajets From United States of America, joined Aug 2008, 57 posts, RR: 0 Reply 53, posted (2 years 4 months 3 weeks 4 days 16 hours ago) and read 14156 times:
Quoting Valkyrie01 (Reply 52):
What if there is no one in the cockpit?????????
Valkyrie01 From United States of America, joined Mar 2007, 72 posts, RR: 0 Reply 54, posted (2 years 4 months 3 weeks 4 days 15 hours ago) and read 14093 times:
Quoting Lightsaber (Reply 48): Yea... I've met other truck drivers would would find driving backwards a mile or two easy. But I'd be curious who was driving in reverse!
The supertug cab can be spin around.At the hangar when super tug comes to pick up an airplane.They would spin the cab around hook up to the airplane push it back then spin the cab around and pull the airplane to the gate.Once at the gate they would spin the cab around and unhook the airpalne.What i have notice so far both at the gate and at the hangar is that the operator of the supertug is always facing the airplane when hooking up and unhooking the airplane.
The best there is the best there was the best there ever will be
Valkyrie01 From United States of America, joined Mar 2007, 72 posts, RR: 0 Reply 55, posted (2 years 4 months 3 weeks 4 days 15 hours ago) and read 14079 times:
At airline i work for i never see anyone in the cockpit when supertug is towing the airplane.The supertug also supply power to the airplane.I know when supertug comes to pick up the airplanes at the hangar they check to make sure the log book is onboard brake is released turn on the beacon.I guess each airline policy is different.
The best there is the best there was the best there ever will be
T5towbar From United States of America, joined Feb 2009, 336 posts, RR: 0 Reply 56, posted (2 years 4 months 3 weeks 4 days 14 hours ago) and read 14022 times:
Quoting Valkyrie01 (Reply 55): At airline i work for i never see anyone in the cockpit when supertug is towing the airplane.The supertug also supply power to the airplane.I know when supertug comes to pick up the airplanes at the hangar they check to make sure the log book is onboard brake is released turn on the beacon.I guess each airline policy is different.
Whenever I see a plane being towed by a supertug, no one is usually the cockpit. All supertugs have their own internal power that they supply to the aircraft. Sometimes when we are getting ready to plug up the ground power, the Move Team is prepping the nosegear to be towed, and they tell us not to plug up the GPU because they are plugging up the power from the tug to the aircraft. Plus the supertug pivots the nosegear so no bypass is needed. (someone correct me on that if I'm wrong - I don't work on the Move Team) I know they enter the cockpit to turn on the lights and release the brakes.
The only time I seen someone in the cockpit "riding the brakes" is when they use the conventional towbar/pushback combo (which is rare, but common on the RJ's when the mini supertug is not available) and they are moving planes to gates for the headstarts.
DocLightning From United States of America, joined Nov 2005, 13035 posts, RR: 55 Reply 57, posted (2 years 4 months 3 weeks 4 days 14 hours ago) and read 13946 times:
Quoting Deltajets (Reply 12):
A 767-400 Main gear collapse would almost be physically impossible.
How do you define "collapse"? Inadvertant retraction?
Pellegrine From United States of America, joined Mar 2007, 1528 posts, RR: 9 Reply 58, posted (2 years 4 months 3 weeks 4 days 14 hours ago) and read 13936 times:
It'd be interesting to know if there was corrosion? I've read before that a lot of high tensile strength steel alloys (such as those used in landing gear) are especially susceptible to corrosion fatigue and stress cracking if the wrong cleaning/maintenance products and methods are used.
Valkyrie01 From United States of America, joined Mar 2007, 72 posts, RR: 0 Reply 60, posted (2 years 4 months 3 weeks 4 days 10 hours ago) and read 13614 times:
Quoting HAWK21M (Reply 59): Not needed for TBL towing but needed to monitor brakes on Tow bar towing.
regds
MEL.
Where did i mention anything about tow bar towing? I said supertug (TBL)
The best there is the best there was the best there ever will be
Deltajets From United States of America, joined Aug 2008, 57 posts, RR: 0 Reply 61, posted (2 years 4 months 3 weeks 4 days 6 hours ago) and read 13177 times:
Quoting DocLightning (Reply 57): How do you define "collapse"? Inadvertant retraction?
Exactly. A retraction as in the handle was put in the up position. The weight of the plane would keep the gear from comming up.
Ewrw4co From United States of America, joined Oct 2004, 48 posts, RR: 0 Reply 62, posted (2 years 4 months 3 weeks 4 days 3 hours ago) and read 12856 times:
Quoting FLY2TUS (Reply 19): I've been reading other places Ship 51 was towed to the hangar pretty quick last night. It sat on Taxiway D for a while.
Ewrw4co From United States of America, joined Oct 2004, 48 posts, RR: 0 Reply 63, posted (2 years 4 months 3 weeks 4 days 3 hours ago) and read 12814 times:
Quoting OPNLguy (Reply 41):
I can understand why the truck cab is facing aft (insufficient clearance between fuselage and #1 engine), so that means if the tug was towing the aircraft forward, the flatbed driver was driving in reverse all the way from the taxiway to the hangar (a really neat trick, if not an outright impossibility), or much more likely, the tug pushed the backwards, in the same direction as the flatbed was oriented. A 764 moving backwards on a cross-airport trip must have looked really strange....
The ac moved backwards all the way to the hanger. Truck moved forward.
474218 From United States of America, joined Oct 2005, 6340 posts, RR: 9 Reply 64, posted (2 years 4 months 3 weeks 4 days 2 hours ago) and read 12663 times:
Quoting DocLightning (Reply 57): How do you define "collapse"? Inadvertant retraction?
The main landing gear (MLG) can not be retracted on the ground. The retract actuator just does not have the power to overcome the friction of the tires on the ground. Additionally, the aircraft would have to be lifted to get the outboard tire to clear as the gear swings through its arc.
Either a MLG cylinder, truck beam or an axle failed. All of these are are made from high strength steel and highly susceptible to corrosion. A small corrosion pit can lead to catastrophic failures.
Deltajets From United States of America, joined Aug 2008, 57 posts, RR: 0 Reply 65, posted (2 years 4 months 3 weeks 4 days 1 hour ago) and read 12509 times:
Quoting 474218 (Reply 64): The main landing gear (MLG) can not be retracted on the ground. The retract actuator just does not have the power to overcome the friction of the tires on the ground. Additionally, the aircraft would have to be lifted to get the outboard tire to clear as the gear swings through its arc.
Either a MLG cylinder, truck beam or an axle failed. All of these are are made from high strength steel and highly susceptible to corrosion. A small corrosion pit can lead to catastrophic failures.
Well said. My guess would be the truck beam.
Has this aircraft had a gear change yet?? They happen every 10 years.
Lightsaber From United States of America, joined Jan 2005, 7954 posts, RR: 98 Reply 66, posted (2 years 4 months 3 weeks 3 days 23 hours ago) and read 12304 times:
Quoting 474218 (Reply 64): Either a MLG cylinder, truck beam or an axle failed. All of these are are made from high strength steel and highly susceptible to corrosion. A small corrosion pit can lead to catastrophic failures.
It could also be the failure of the schrader valve that kept the gear filled with nitrogen. Yea... I know, they are incredibly durable... But I've used gear schrader valves for ... non-intended applications. Let's just say, after they were qual tested for gear use, they'll survive any other application. Its also a heck of a lot cheaper to pick an overbuilt 'off the shelf' part than invent a new one.
474218 From United States of America, joined Oct 2005, 6340 posts, RR: 9 Reply 67, posted (2 years 4 months 3 weeks 3 days 23 hours ago) and read 12174 times:
Quoting Lightsaber (Reply 66): It could also be the failure of the schrader valve that kept the gear filled with nitrogen. Yea... I know, they are incredibly durable... But I've used gear schrader valves for ... non-intended applications. Let's just say, after they were qual tested for gear use, they'll survive any other application. Its also a heck of a lot cheaper to pick an overbuilt 'off the shelf' part than invent a new one.
A failed schrader valve would cause the loss of the nitrogen (air) charge but the oil charge would remain so the cylinder would not completely bottom on the piston. However, the ride would get really rough for the passengers sitting around the wing!
Deltajets From United States of America, joined Aug 2008, 57 posts, RR: 0 Reply 68, posted (2 years 4 months 3 weeks 3 days 22 hours ago) and read 12094 times:
Quoting Lightsaber (Reply 66):
It could also be the failure of the schrader valve that kept the gear filled with nitrogen. Yea... I know, they are incredibly durable... But I've used gear schrader valves for ... non-intended applications. Wink Let's just say, after they were qual tested for gear use, they'll survive any other application. Its also a heck of a lot cheaper to pick an overbuilt 'off the shelf' part than invent a new one
Would that be considered a Gear collapse? I just find it hard to believe that if the axle or truck beam broke that they got the plane back to the hangar so quickly.
DocLightning From United States of America, joined Nov 2005, 13035 posts, RR: 55 Reply 69, posted (2 years 4 months 3 weeks 3 days 21 hours ago) and read 11956 times:
Quoting Deltajets (Reply 61):
Exactly. A retraction as in the handle was put in the up position. The weight of the plane would keep the gear from comming up.
OK, so that explains the aviation confusion. In popular English, a "collapse" is when something falls down goes boom. In aviation, apparently there is an important difference between a collapse and a failure.
Lightsaber From United States of America, joined Jan 2005, 7954 posts, RR: 98 Reply 70, posted (2 years 4 months 3 weeks 3 days 21 hours ago) and read 11942 times:
Quoting Deltajets (Reply 68):
Would that be considered a Gear collapse? I just find it hard to believe that if the axle or truck beam broke that they got the plane back to the hangar so quickly.
Something is missing here... I have not seen enough to be sure it was a full 'gear collapse.' From reading this thread and looking at the photo Mbm linked to (reply 39), I'm really starting to suspect a 'gear bottoming' instead of a full collapse. Hence my 'shrader valve theory.'
To the uniformed, it might seem like a 'gear collapse' as the wing dipped. It might even feel like a gear collapse if the 764 was moving sans the nitrogen providing the 'soft ride' to the passengers. Hence... my
474218 From United States of America, joined Oct 2005, 6340 posts, RR: 9 Reply 71, posted (2 years 4 months 3 weeks 3 days 20 hours ago) and read 11802 times:
Quoting Lightsaber (Reply 70): Something is missing here... I have not seen enough to be sure it was a full 'gear collapse.' From reading this thread and looking at the photo Mbm linked to (reply 39), I'm really starting to suspect a 'gear bottoming' instead of a full collapse. Hence my 'shrader valve theory.'
To the uniformed, it might seem like a 'gear collapse' as the wing dipped. It might even feel like a gear collapse if the 764 was moving sans the nitrogen providing the 'soft ride' to the passengers. Hence... my
If it was as simple as a schrader valve failure there would have been no reason for the flat bed truck to support the left side of the aircraft. With a flat strut the aircraft could have been taxied or towed to the hanger. Something broke.
Deltajets From United States of America, joined Aug 2008, 57 posts, RR: 0 Reply 72, posted (2 years 4 months 3 weeks 3 days 20 hours ago) and read 11765 times:
Quoting Lightsaber (Reply 70): Something is missing here... I have not seen enough to be sure it was a full 'gear collapse.' From reading this thread and looking at the photo Mbm linked to (reply 39), I'm really starting to suspect a 'gear bottoming' instead of a full collapse. Hence my 'shrader valve theory.'
To the uniformed, it might seem like a 'gear collapse' as the wing dipped. It might even feel like a gear collapse if the 764 was moving sans the nitrogen providing the 'soft ride' to the passengers. Hence... my twocents
Lightsaber
I have also heard of the o rings in the piston on the struts failing before. So there is another theory added to the scenario. We get strut repacks all the time because of fluid coming out of the bottom of the strut, and all we basically do is dissasemble the strut and change out the orings.
474218 From United States of America, joined Oct 2005, 6340 posts, RR: 9 Reply 73, posted (2 years 4 months 3 weeks 3 days 20 hours ago) and read 11645 times:
Quoting Deltajets (Reply 72): We get strut repacks all the time because of fluid coming out of the bottom of the strut, and all we basically do is dissasemble the strut and change out the orings.
Landing gear come with spare seals in the lower bearing of the strut. These spare seals can be repositioned to correct leaks between gear overhauls. The aircraft has to be jacked to use these seals but gear removal and disassembly is not required.
Deltajets From United States of America, joined Aug 2008, 57 posts, RR: 0 Reply 74, posted (2 years 4 months 3 weeks 3 days 19 hours ago) and read 11578 times:
Quoting 474218 (Reply 73): Landing gear come with spare seals in the lower bearing of the strut. These spare seals can be repositioned to correct leaks between gear overhauls. The aircraft has to be jacked to use these seals but gear removal and disassembly is not required.
Its always fun to repack them, and even more fun to tighten the gland nut.
SEPilot From United States of America, joined Dec 2006, 5853 posts, RR: 39 Reply 75, posted (2 years 4 months 3 weeks 3 days 9 hours ago) and read 11025 times:
Quoting GRIVely (Reply 45): Not the aviation industry but you might be interested to know that when specialist teams are moving oil rigs from one location to another over distances less than 50 miles or so they usually just use regular flatbed trucks, one facing backwards for the base end of the 90 foot derrick and one facing forward for the head end. Since the derrick is suspended between the two trucks the driver of the rear truck drives backwards the whole distance. I am told by the drivers that it is a bit tricky getting used to it but rather quickly it becomes routine. The longest move backwards I heard of was about 80 miles in west Texas on very narrow rural roads.
This would be no problem with a straight truck; with a tractor trailer it is much more difficult. Towing an aircraft with one main gear on a tractor trailer backing up would be very, very difficult; if the driver did not perfectly coordinate with the tug driver the gear leg on the trailer would be pulled to one side or the other, potentially causing it to be damaged or to slip off. With the tractor trailer going forward, the tug driver then must steer to keep the gear in position on the trailer, which is much easier. During my tractor trailer driving time I once had to back a 48 foot trailer about a half mile to get out of a cul-de-sac; somewhat nervewracking but not terribly difficult (getting onto the main road, which was quite narrow, was more of a feat). But I'm very glad that I did not have one leg of an aircraft on it having to keep to the line that the aircraft was following.
The problem with making things foolproof is that fools are so doggone ingenious...Dan Keebler
CALTECH From Poland, joined May 2007, 1252 posts, RR: 14 Reply 76, posted (2 years 4 months 3 weeks 3 days 6 hours ago) and read 10929 times:
The truck snapped between one of the axles and strut is the story, have some pictures. It broke/ snapped all the way through, would account for the airplane attitude.
.....and to the republic for which it stands,.....
Deltajets From United States of America, joined Aug 2008, 57 posts, RR: 0 Reply 77, posted (2 years 4 months 3 weeks 3 days 2 hours ago) and read 10333 times:
Quoting 474218 (Reply 67): A failed schrader valve would cause the loss of the nitrogen (air) charge but the oil charge would remain so the cylinder would not completely bottom on the piston. However, the ride would get really rough for the passengers sitting around the wing!
Once the nitrogen is gone. the weight of the plane would push most of the fluid out of the strut.
Does anyone have an idea if this a/c was scheduled for a gear change soon? Delta is already doing their 400's.
Traindoc From United States of America, joined Mar 2008, 172 posts, RR: 0 Reply 78, posted (2 years 4 months 3 weeks 2 days 20 hours ago) and read 9889 times:
Despite the inconvenience to the pax, having the MLG fail on the taxiway is a good problem to have. Having the MLG fail upon landing in FRA could have been a disaster.
CALTECH From Poland, joined May 2007, 1252 posts, RR: 14 Reply 79, posted (2 years 4 months 3 weeks 2 days 18 hours ago) and read 9713 times:
Quoting Deltajets (Reply 77): Once the nitrogen is gone. the weight of the plane would push most of the fluid out of the strut.
Well no, the strut is serviced with fluid first, and with no nitrogen, it is bottomed out (flat) and the weight of the airplane does not push the fluid out. Any extension is due to the nitrogen added after a fluid service. A strut is correctly full of fluid when it is flat.
.....and to the republic for which it stands,.....
7673mech From United States of America, joined Mar 2004, 612 posts, RR: 0 Reply 80, posted (2 years 4 months 3 weeks 2 days 17 hours ago) and read 9648 times:
Quoting CALTECH (Reply 79):
Well no, the strut is serviced with fluid first, and with no nitrogen, it is bottomed out (flat) and the weight of the airplane does not push the fluid out. Any extension is due to the nitrogen added after a fluid service. A strut is correctly full of fluid when it is flat.
Very true the strut is serviced in a compressed (down state) and inflates with nitrogen.
However when you have a sudden loss of nitrogen - the fluid will spill.
Seen it happen several times.
Over eight-hundred twenty times a day the people of TWA take to the air with just one mission. Yours.
Deltajets From United States of America, joined Aug 2008, 57 posts, RR: 0 Reply 81, posted (2 years 4 months 3 weeks 2 days 2 hours ago) and read 9105 times:
Quoting CALTECH (Reply 79): Well no, the strut is serviced with fluid first, and with no nitrogen, it is bottomed out (flat) and the weight of the airplane does not push the fluid out. Any extension is due to the nitrogen added after a fluid service. A strut is correctly full of fluid when it is flat.
I stand corrected. You are absolutely right. But many times i have seen fluid spew out as nitrogen is trying to escape quickly.
Im still curious if this gear has been changed out yet or is a new gear that was recently overhauled. How much older/newer at Continental's 764's when compared to Delta's?
CALPSAFltSkeds From United States of America, joined Dec 2006, 1624 posts, RR: 9 Reply 82, posted (2 years 4 months 3 weeks 2 days 1 hour ago) and read 8990 times:
CALTECH, can you post the photos and does anyone have an estimate of when ship 051 will be back in service?
Deltajets, according to AirFleets, both DL (21 units) and CO (16 units) 764s were taken between 8/2000 and 2002. COs oldest 764 (of the 16 they operate) is ship 51, shown as delivered 8/30/2000.
DiegoDangers From United States of America, joined Jul 2009, 19 posts, RR: 0 Reply 83, posted (2 years 4 months 3 weeks 2 days 1 hour ago) and read 8924 times:
Quoting CALTECH (Reply 33): Believe the nose gear pivots on the back of the Supertugs, no bypass pins would be needed. Any Supertug drivers out there ?
I am not so sure about the Douglass that that CO uses, I can speak to their mechanics tomorrow and ask, but on the TLDs that we have, the cradle raises the NLG and it does not spin.
Our company uses the Supertugs to not only reposition to the hardstands, but we push out a few flights per day (A330 and A342 not A346 though) without supertugs. Funny though, we also reposition with conventional pushbacks, heh.
Deltajets From United States of America, joined Aug 2008, 57 posts, RR: 0 Reply 84, posted (2 years 4 months 3 weeks 1 day 23 hours ago) and read 8785 times:
Quoting CALPSAFltSkeds (Reply 82): Deltajets, according to AirFleets, both DL (21 units) and CO (16 units) 764s were taken between 8/2000 and 2002. COs oldest 764 (of the 16 they operate) is ship 51, shown as delivered 8/30/2000.
Thanks for the information. I am just trying to figure out if that partiular ship has had a Triple gear change yet.
IAHcsr From United States of America, joined Jun 1999, 3231 posts, RR: 50 Reply 85, posted (2 years 4 months 3 weeks 18 hours ago) and read 8185 times:
Quoting CALPSAFltSkeds (Reply 82): anyone have an estimate of when ship 051 will be back in service?
The TechOps page now listed Ship 051 as 'Parts + 16 hours'
.. Thus begging the question of just when the 'parts' will arrive....
Valkyrie01 From United States of America, joined Mar 2007, 72 posts, RR: 0 Reply 86, posted (2 years 4 months 3 weeks 14 hours ago) and read 7981 times:
Quoting IAHcsr (Reply 85): The TechOps page now listed Ship 051 as 'Parts + 16 hours'
.. Thus begging the question of just when the 'parts' will arrive....
What about the ferry flight to HKG to get the gears change?
The best there is the best there was the best there ever will be
IAHcsr From United States of America, joined Jun 1999, 3231 posts, RR: 50 Reply 87, posted (2 years 4 months 2 weeks 4 days 18 hours ago) and read 7497 times:
Ship 051 is still Out of Service, status posted as 'INFO' on 29 Sept.
Deltajets From United States of America, joined Aug 2008, 57 posts, RR: 0 Reply 88, posted (2 years 4 months 2 weeks 4 days 18 hours ago) and read 7468 times:
The 767 had a main landing gear bogie beam crack in half due to corrosion, we got an email about it today!
Boeing767mech From United States of America, joined Dec 2000, 951 posts, RR: 4 Reply 89, posted (2 years 4 months 2 weeks 4 days 8 hours ago) and read 7179 times:
Quoting Deltajets (Reply 88): The 767 had a main landing gear bogie beam crack in half due to corrosion
We had a 757 do that also about 6 months ago in South AAmerica, was interesting getting all the tooling shipped down to the airplane.
Justloveplanes From United States of America, joined Jul 2004, 744 posts, RR: 1 Reply 90, posted (2 years 4 months 2 weeks 4 days 5 hours ago) and read 6989 times:
Quoting Deltajets (Reply 88): The 767 had a main landing gear bogie beam crack in half due to corrosion, we got an email about it today!
Is this the same as an axle? there are 4 of them on a 767, so this was one?
these planes aren't that old...
bad metallurgy?
bad inspection?
Are these parts often replaced in the course of an A/C's life?
CAL764 From United States of America, joined May 2008, 351 posts, RR: 0 Reply 91, posted (2 years 4 months 2 weeks 4 days 4 hours ago) and read 6953 times:
I'm surprised at what little information their is about this occurrence..because something of this magnitude doesn't happen every day!
1. Fly to Win 2. Fund Future 3. Reliability 4. Work Together CO: Work Hard, Fly Right...
474218 From United States of America, joined Oct 2005, 6340 posts, RR: 9 Reply 92, posted (2 years 4 months 2 weeks 4 days 4 hours ago) and read 7038 times:
Quoting Justloveplanes (Reply 90): Is this the same as an axle? there are 4 of them on a 767, so this was one?
The truck (boogie) beam is located at the bottom on the landing gear cylinder and allows the truck to tilt, the axles run through the truck beam. In the photo below a small portion of the truck beam can be seen just forward of the rear tire.
Aircraft landing gear are made from high strength steel which is highly susceptible to corrosion. Even a small corrosion (not visible to the naked eye) pit can cause a stress riser which can lead a failure.
Quoting Justloveplanes (Reply 90): Are these parts often replaced in the course of an A/C's life?
Deltajets From United States of America, joined Aug 2008, 57 posts, RR: 0 Reply 93, posted (2 years 4 months 2 weeks 3 days 21 hours ago) and read 6647 times:
Quoting Justloveplanes (Reply 90): Is this the same as an axle? there are 4 of them on a 767, so this was one?
these planes aren't that old...
bad metallurgy?
bad inspection?
Are these parts often replaced in the course of an A/C's life?
The gear, to my understanding, had about 1-2 years left in service before requiring an overhaul. There are drain paths in the truck beams that should be clear and free of debris and we have found many that are clogged and that could be one of the causes of water getting in there and not being able to get out.
DocLightning From United States of America, joined Nov 2005, 13035 posts, RR: 55 Reply 94, posted (2 years 4 months 2 weeks 3 days 17 hours ago) and read 6475 times:
Quoting Deltajets (Reply 74):
Its always fun to repack them, and even more fun to tighten the gland nut.
OK, now if a physician used that exact same sentence, I'd cringe.
HAWK21M From India, joined Jan 2001, 29818 posts, RR: 61 Reply 95, posted (2 years 4 months 2 weeks 3 days 16 hours ago) and read 6399 times:
Quoting Boeing767mech (Reply 89): We had a 757 do that also about 6 months ago in South AAmerica, was interesting getting all the tooling shipped down to the airplane.
ADXMatt From United States of America, joined Jul 2006, 921 posts, RR: 2 Reply 96, posted (2 years 4 months 2 weeks 1 day 7 hours ago) and read 5992 times:
A/C 051 has been released by maint.
It will be flying today EWR-HNL-HKG as it was previously scheduled to go into a heavy check.
IAHcsr From United States of America, joined Jun 1999, 3231 posts, RR: 50 Reply 97, posted (2 years 4 months 2 weeks 19 hours ago) and read 5653 times:
Quoting ADXMatt (Reply 96): t will be flying today EWR-HNL-HKG as it was previously scheduled to go into a heavy check.
CO3171 is just under an hour from HNL at this time...
MX757 From United States of America, joined Aug 2005, 587 posts, RR: 13 Reply 99, posted (2 years 4 months 1 week 6 days 11 hours ago) and read 5298 times:
474218 From United States of America, joined Oct 2005, 6340 posts, RR: 9 Reply 100, posted (2 years 4 months 1 week 6 days 7 hours ago) and read 4945 times:
Quoting MX757 (Reply 99): Here's some more pictures.
MX757 From United States of America, joined Aug 2005, 587 posts, RR: 13 Reply 101, posted (2 years 4 months 1 week 6 days 4 hours ago) and read 4643 times:
IAHcsr From United States of America, joined Jun 1999, 3231 posts, RR: 50 Reply 106, posted (2 years 3 months 3 weeks 6 days 12 hours ago) and read 2796 times:
Quoting 474218 (Reply 104): Good example why you should keep the drain holes clear.
I think it a safe bet that will be much higher on the list of things to do from now on ...
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Let's just say, after they were qual tested for gear use, they'll survive any other application. Its also a heck of a lot cheaper to pick an overbuilt 'off the shelf' part than invent a new one. 
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