[Peetwo]

Breaking News: JAL A350 collision Haneda Airport Tokyo

Via SkyNews UK:

A Japan Airlines aircraft that was carrying passengers caught fire on a runway at Tokyo's Haneda airport after a possible collision with another plane.

All 379 passengers and crew on board were evacuated, according to the Reuters news agency.

Read more: https://news.sky.com/story/plane-in-f...

#japanairlines #tokyo #skynews

MTF...P2 

[P7_TOM]

Whatever happened; and no doubt the Japanese investigators will provide straight answers; there is not enough praise for the crew who did a magnificent job. Evacuation, text book on time and not one life lost.

The aircraft can be replaced; that level of crew coordination and skill and bravery cannot. Bravo and well done; well done indeed and thank you for your diligence in performing a 'duty' no one ever expects (or wants) to do; the last ditch evacuation of a burning aircraft. Well done JAL. Bravo...

[Kharon]

Only an unverified 'snippet' – but its food for thought. There's talk that the JAL 350 was the first in a while, in sequence to land on that runway. The Dash is 'unlikely' to have just ambled onto the runway and lined up without clearance. Of interest will be the 'positioning' of the Dash – if there was no 'area of visual focus' i.e. the 350 looking at the touch zone, the Dash looking ahead – waiting – the 'distance factor' between air frames could explain the lack of 'avoidance'. Don't know – all just idle speculation at the moment.

But well done that crew – great work and nicely done. A credit to JAL.

Toot – toot..

[ventus45]

https://drive.google.com/file/d/1vymLLtC...sp=sharing

[ventus45]

&..

Cheers Ventus...

[ventus45]

Visible damage to the lugs indicates plug separated by moving up then out.

The lug cap-screws appear to have sheared.

The aircraft was reported to have suffered pressurization issues on previous flights.

At a guess, I would suggest that the two upper roller track blocking bolts (center) were missing, or the two lower spring restraining bolts (not shown) were missing.
In either case, cyclic pressurization loads flight by flight would only be restrained by the lug cap-screws (top left hand corner of plug - labeled 1 and 2).
Since the door is curved (the fuselage is circular), and extends down to the floor (which is below the cross-sectional 'waist') the resultant net load on the door would be slightly upwards - not horizontal.

This would put cyclic shear loads on the lug cap-screws with every pressurization cycle (flight) which they are clearly not designed to carry.
I suggest that one or more progressively failed, (flight by flight), until eventually, the remaining cap-screws were unable to resist the load, and simultaneously failed catastrophically.

Max Plug Door.jpg Size: 61.68 KB  Downloads: 25

[Kharon]

Tim Tam for Ventus.

Called it early and 'spot on'; nicely done Sir..Bravo...There is a short catch piece up from 'Sky News – HERE – bit more PR than technical examination; but worth the time. The interest being the way the PR neatly deflects. The tragedy is that this one 'lemon' has the ability sully the reputation of the many, many wonderful aircraft 'models' Boeing have produced.

"From the sublime to the ridiculous, said Fontenelle, it is only one step: from raillery to insult there is even less."

Toot – toot..

[Peetwo]

Tim Tam for Ventus.

Called it early and 'spot on'; nicely done Sir..Bravo...There is a short catch piece up from 'Sky News – HERE – bit more PR than technical examination; but worth the time. The interest being the way the PR neatly deflects. The tragedy is that this one 'lemon' has the ability sully the reputation of the many, many wonderful aircraft 'models' Boeing have produced.

"From the sublime to the ridiculous, said Fontenelle, it is only one step: from raillery to insult there is even less."

Toot – toot..

Homendy update:

Plus:

MTF...

[Peetwo]

Blan Coliro Alaska Airlines 737-9 MAX update: 14/01/24

Via YouTube:

LINKS:
Spirit Lawsuit: https://drive.google.com/file/d/1pzxFhXI...view?pli=1
FAA: 
https://www.faa.gov/sites/faa.gov/files/...37MAX9.pdf
https://www.faa.gov/newsroom/faa-increas...ufacturing
https://www.faa.gov/newsroom/faa-increas...ufacturing

MTF...P2 

[ventus45]

https://www.seattletimes.com/business/bo...e-blowout/

[Peetwo]

Flight Safety Foundation Annual Report released? -   

Via FSF:

Foundation’s Annual Report Highlights Threat to Aviation Safety from Eroding Safety Culture

Complacency is a stealthy threat that can erode safety and quality unless it is actively countered.

by FSF Communications Staff | March 11, 2024

ALEXANDRIA, Va. — The international commercial airline industry did not suffer any fatal jet airliner accidents in 2023, according to Flight Safety Foundation’s 2023 Safety Report, issued today, but a series of close calls last year and two accidents so far in 2024 are clear signals that the industry must guard against complacency and the potential for an erosion of safety culture to weaken its safety margin.

“Despite last year being among the safest in aviation history in terms of accidents and fatalities, it’s crucial to acknowledge and address the warning signs that were present in events that narrowly avoided disastrous outcomes,” said Foundation President and CEO Dr. Hassan Shahidi. “Complacency is a stealthy threat that can erode safety and quality unless it is actively countered with a robust safety culture. Complacency can lead to shortcuts, degradation of quality, neglect of procedures, poor communication, and a delayed response to escalating risks. Failing to rigorously reinforce a strong safety culture can become the weakest link in the safety chain.”

The Foundation’s 2023 Safety Report, which is based on an analysis of data drawn from the Aviation Safety Network (ASN) database, shows that there were 94 accidents across all types of airliner operations last year and that while there were no jet airliner fatal accidents, there were seven fatal accidents involving turboprop and piston engine–powered airliners. In addition, corporate jets used in a variety of operational roles were involved in 32 accidents last year, seven of which were fatal. The 2023 Safety Report is available on the Foundation Website, or by clicking here.

The release of the 2023 Safety Report is accompanied by the release of an interactive dashboard that features accident data and information from the past six years that is searchable by a range of parameters, such as type of operation, region of the world, phase of flight, and accident type or end state, such as turbulence-related, runway incursion or excursion, and loss of control. The report and the dashboard present information that covers all types of airliners capable of carrying at least 14 passengers and a wide range of corporate jets. The dashboard can be accessed on the Foundation website.

“Complacency is a stealthy threat that can erode safety and quality unless it is actively countered with a robust safety culture. Complacency can lead to shortcuts, degradation of quality, neglect of procedures, poor communication, and a delayed response to escalating risks. Failing to rigorously reinforce a strong safety culture can become the weakest link in the safety chain.” - Stealthy threat? I believe that is a full blown reality, alive and flourishing within the Aviation Safety bureaucracy, residing under the Canberra bubble...  

MTF...P2 

[Peetwo]

NEAR DISASTER | Takeoff and Taxiing Planes Almost Crash at Washington-Reagan DCA

Via YouTube:

FAA investigating near miss at Reagan National Airport

MTF...P2

[P7_TOM]

Its what you don't know that ..............

Or, who'd a thunk it. The unknown, unexpected or 'different' is that which creates the grey hair. The giddy-up at Washington at prime example; cleared for take off; paying attention to anything but another aircraft pulling out in front: that Tokyo collision - aircraft parked in the touchdown zone for another example. Many tales untold; but it is the ''unexpected; out of hard won habit - which, IMO is the most dangerous. I can put together a litany of 'tales' where that 'unexpected' element caused some serious outrage, not to mention grey hair and a need for Ale. There is however, one which stands out from the dozen or so cases I could elaborate; all completely unexpected and unpreventable; but with thanks to Murphy for not being on board, we live to tell the tale to anyone interested. Or; Click here .

I have, over the decades, had a few 'close encounters' and probably a story for each event, weather, mechanical, combinations of both- but, they were all within 'my' control; the truly scary ones are those over which you have no control - non whatsoever. Indulge me for a paragraph; I shall construe a tale which, even now as I remember it (deeply ingrained) still makes me wonder about how truly (really) safe we all are; at any tick of the clock.

T'was a gin clear day; pleasant flight back over the great waters; aerodrome in sight at 30 - no traffic - gentle breezes, not a bump in sight - routine. Routine all the way to mid final, stable approach, sensible speed, in the groove descent rate; checks complete; nothing to do but paint it onto the runway and head for the coffee pot. A light aircraft (C210) was charging down the parallel taxiway at a fast clip; (assumed) parachute ops (no door). Us, full flap, fully loaded and committed. The 210 literally 'smoked' around the right angle to the holding point and got moving from about 30 knots somewhere near the centre-line. I am at about 200'; full flap, power back and only have my cautionary few knots up my sleeve; 600 fpm ROD reducing. 20 seconds - loads of time; gear up and around we go. It was almost as if this aircraft was attached by magnets to my left engine nacelle; As I climbed he climbed; as I turned, he turned, I headed to the 'off-side' of the circuit (just a bit so I could keep it in sight0 - but bugger me; there he was stuck like a limpet to my left nacelle; FO was nearly going spare trying to call this magnet - strict radio silence. Happily my climb rate far exceeded the 210's - but it was a close run thing for while; the pilot was wearing a blue jumper, green socks and the ashtrays were full. I kid you not; Eventually he achieved his altitude and buggered off - it took us 12 minutes to return to short final on the nominated runway. No one on the ground knew anything.

Back to the point; even in the most routine, benign circumstances; you never, not really know how a flight will end, not until you are in the pub talking about it. Complacency and routine and 'habit' are basic tenets of Murphy's Law; well that and the god's own fools.