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Fuselage Crack On This 763!

Chock2throttle From United States of America, joined Aug 2004, 25 posts, RR: 0
Posted (8 years 8 months 2 days 12 hours ago) and read 3797 times:

After looking at this photo, and seeing it is only a couple of years old. Is this A/C out of service for good?

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Photo © Claudio Sallaberry

You can see the Number 1 engine being removed!

[Edited 2004-09-24 02:02:53]

18 replies: All unread, jump to last

FSPilot747 From United States of America, joined Oct 1999, 3599 posts, RR: 14
Reply 1, posted (8 years 8 months 2 days 12 hours ago) and read 3743 times:

I wonder what that landing must have felt like.

Edit: Nevermind. After viewing that video of the DC-9 tail falling off after a hard landing, I changed my post.

[Edited 2004-09-24 02:26:05]

Chock2throttle From United States of America, joined Aug 2004, 25 posts, RR: 0
Reply 2, posted (8 years 8 months 2 days 12 hours ago) and read 3731 times:

Well, after further thought. If they are removing the engines, I do believe this aircraft has seen its last cycle. Such a short lived life.

Theiler From United States of America, joined Nov 2001, 633 posts, RR: 1
Reply 3, posted (8 years 8 months 2 days 12 hours ago) and read 3716 times:

That aircraft had a rotten landing in La Paz (I believe) where they caught a gust on landing, and dropped it on the nose gear... not a good idea.

There was some talk about repairing it, but I don't think that LAB has much money for anything at this point.

It has been sitting at Santa Cruz for the past month. When I was down there, the #1 engine had been removed. When we were departing Santa Cruz for Miami, we lost the #1 engine on their other 767, so I would guess that they did a swap-out.

Air2gxs From , joined Dec 1969, posts, RR:
Reply 4, posted (8 years 8 months 2 days 10 hours ago) and read 3653 times:

Point of fact: There is no number 1 or number 2 engine on N767 (or B757). They are named Left & Right. (pet peeve)

Auae From United States of America, joined Apr 2004, 296 posts, RR: 4
Reply 5, posted (8 years 8 months 2 days 9 hours ago) and read 3601 times:

??Air2gxs?? I have always heard twin jet engines refered to as #1 and #2.

The damage looks pretty bad, but far worse has been repaired before. Repairing the damage seen would take a lot of jack standing and jigging. The skins and frames could be replaced with some effort. The bad thing is, I would think you would need to do a whole plane inspection for other damage and overstressed parts. Tail strikes are well understood, but I can't say I have seen oil can damage that bad that far up the fuselage. I would be wondering how well the stringers held up along the top of the plane.

Shawn

Air transport is just a glorified bus operation. -Michael O'Leary, Ryanair's chief executive

L-188 From United States of America, joined Jul 1999, 29350 posts, RR: 62
Reply 6, posted (8 years 8 months 2 days 9 hours ago) and read 3583 times:

Just removing and engine doesn't mean much.

No point in tying up a perfectly good engine while the management is making a decision and fighting the insurance company.

It they had started to pull the LG off the aircraft, then I would be a wee bit more concerned for that aircrafts future.

OBAMA-WORST PRESIDENT EVER....Even SKOORB would be better.

Miamiair From , joined Dec 1969, posts, RR:
Reply 7, posted (8 years 8 months 2 days 2 hours ago) and read 3451 times:

While a repair process would be time consuming, it would be more economical than replacing the various skin sections. It is not impossible, nor is it terribly expensive.

The only problem, would be that repairs like of this nature are external doublers, there will be issues with future skin inspections of the crown area.

MD11Engineer From Germany, joined Oct 2003, 13337 posts, RR: 64
Reply 8, posted (8 years 8 months 2 days 1 hour ago) and read 3425 times:

To me it doesn´t look like a crack, but like stringers and skin dented between two frames due to being on the INSIDE of the bend (compression loads). Cracks through tension loads would be on the bottom of the fuselage. There is probably other damage to the nose gear trunnion bearings and their surrounding structure as well. Concerning rthe skin / stringer damage, similar damage has been repaired on the famous LH 747-200F , which suffered a jacking accident in FRA.

Jan

Mender From United Kingdom, joined Feb 2004, 224 posts, RR: 0
Reply 9, posted (8 years 8 months 2 days ago) and read 3377 times:

A full heavy landing check is detailed in the AMM. This includes removing the undercarriage and pylon fuse pins for inspection. There are plenty of aircraft still flying around today which have suffered far worse damage than this.

Auae From United States of America, joined Apr 2004, 296 posts, RR: 4
Reply 10, posted (8 years 8 months 2 days ago) and read 3377 times:

I agree Jan, mostly compression damage up top. I wonder how well the bottom faired. Probably severed several stringers on the lower lobes. Good point on the trunions and bearings, makes me wonder how well the wheel well structure held up. That would be a very bad repair to have to engineer down there in the pressure skin area!

Shawn

Air transport is just a glorified bus operation. -Michael O'Leary, Ryanair's chief executive

AAR90 From United States of America, joined Jan 2000, 3410 posts, RR: 50
Reply 11, posted (8 years 8 months 1 day 23 hours ago) and read 3339 times:

While a repair process would be time consuming, it would be more economical than replacing the various skin sections. It is not impossible, nor is it terribly expensive.

AA had a 763 with a similar cracked fuselage due to a hard landing in France some years ago. The plane was "patched" (don't know exactly what/how) and ferried (unpressurized, low altitude flights) to AFW for eval & repair.

The only problem, would be that repairs like of this nature are external doublers, there will be issues with future skin inspections of the crown area.

In AA's 763 situation the plane was repaired and you can not tell it from any other AA 763...unless you saw the maintenance logs. Wink/being sarcastic

*NO CARRIER* -- A Naval Aviator's worst nightmare!

OPNLguy From , joined Dec 1969, posts, RR:
Reply 12, posted (8 years 8 months 1 day 23 hours ago) and read 3325 times:

>>>The plane was "patched" (don't know exactly what/how) and ferried (unpressurized, low altitude flights) to AFW for eval & repair.

Man, talk about a long schlep for a maintenance ferry flight.... Big grin

MD11Engineer From Germany, joined Oct 2003, 13337 posts, RR: 64
Reply 13, posted (8 years 8 months 1 day 21 hours ago) and read 3288 times:

I think in this case the repair would consist of replacing / splicing the damaged stringers and replacing complete skin panels. It can be done, but needs a good jig to keep everything in alignment. I´ve seen the Boeing crash crew relace a complete skin panel once on a Iberia 767. They came with all the gear they needed, incl. a dismantelable jig and their own coffee/coke machines!

Jan

JHSfan From Denmark, joined Apr 2004, 469 posts, RR: 2
Reply 14, posted (8 years 8 months 1 day 21 hours ago) and read 3281 times:

The Boeing 747-200F mentioned above, D-ABYZ, can be seen on these pics

MyAviation.net photo:

Photo © Zrh2004

MyAviation.net photo:

Photo © Zrh2004

MyAviation.net photo:

Photo © Zrh2004

On
MyAviation.net photo:

Photo © BKR
the Boeing 747 plane is described as an A340 ??????
But at least we get to know the location - FRA.

As you can see the damage was serious, but not fatal to the plane.

Looking for a newer picture of D-ABYZ shows the result of the repair work done Smile/happy/getting dizzy

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Click here for bigger photo!

Photo © Alex Peter

Getting back to the 767 - removing the engines does not mean the end of the plane. The airline may wait a while before the plane is fixed. In the meanwhile the engines are used on another plane. Remember that engines are expensive.

Yours in realtime
JHSfan

Look at me, I´m riding high, I´m the airbornmaster of the sky...

MD11Engineer From Germany, joined Oct 2003, 13337 posts, RR: 64
Reply 15, posted (8 years 8 months 1 day 20 hours ago) and read 3241 times:

Also remember, engines don´t become any better if they are just sitting there. They either must be preserved or used.

Jan

AAR90 From United States of America, joined Jan 2000, 3410 posts, RR: 50
Reply 16, posted (8 years 8 months 1 day 16 hours ago) and read 3111 times:

Man, talk about a long schlep for a maintenance ferry flight....

If memory serves....three flight segments over 2-1/2 days to complete, all at 10k or below.

*NO CARRIER* -- A Naval Aviator's worst nightmare!

OPNLguy From , joined Dec 1969, posts, RR:
Reply 17, posted (8 years 8 months 1 day 16 hours ago) and read 3104 times:

>>>If memory serves....three flight segments over 2-1/2 days to complete, all at 10k or below.

Beats the heck out of my DAL-PAE via ABI, ELP, PMD and up the west coast... Big grin

TimT From United States of America, joined Jun 2001, 168 posts, RR: 0
Reply 18, posted (8 years 7 months 3 weeks 3 days 8 hours ago) and read 2547 times:

TWA had a freshly rebuilt nose gear drag link break while moving the aircraft in/out of the hangar in MCI several years ago. Totally mashed everything from the back of the avionics bay (don't remember the station number) to the front of the nose gear doors and put a wonderful kink in the upper fuselage. After everyone did the "uh-oh" number, they jacked it up, installed a new gear, fixed the sheetmetal damage and x-rayed the whole thing. When they jacked it, the kink sort of went away. Inspection didn't find any other damage. They did a metallurgical inspection on the link- intragranular corrosion.

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