Post has attachment
I salvaged this from here, G+. And published it on Medium & one of my Blogger sites. I've kind of given up on saving 99.9% of my stuff on here before it all goes away.

Post has attachment
‪Settle down, people. Your airplanes are still being maintained and inspected by airline technicians. ‬

‪The shutdown, just means that the FAA inspectors aren’t looking over our shoulders or checking our paperwork for now. ‬

#ShutdownStories #aviation #safety #EndTheShutdownNow

Post has attachment
‪A wall mural someone painted in one of our shop areas. Signed by Connie in 2005, apparently. ‬

‪Things like this help make for a more pleasant workplace. ‬

‪#aviation #avgeek #art #mural

Post has attachment
Good opportunity for someone who is a US citizen, and has their A&P!

GE is looking for Assembly and Test Technicians in Lafayette, Indiana.

Go get it! $30/hr plus bennies.

Post has attachment
Teamwork. Sliding the core module off of the center shaft of a CF6-50 aircraft engine.

#aviation #aircraft #aviationlovers #avgeek

Post has attachment

Post has attachment
Installing a PW4056 engine on a B747-400BCF today.

#avgeek #aviation #aircraft

Post has attachment
Well, I looked again today, and the Google gods smiled; giving me some more photos of the N812CK incident from 1996. Along with some (badly translated) commentary from a witness who was there at the Lima, Peru airport when the aircraft returned after flying through two antenna towers.

I can't tell for sure, but the flight account may be slightly different from the story I was always told. But not a whole lot. Still miscommunications, still flying in unfamiliar territory, still hit the towers. The photos are even better than the ones I had before.

An account by ICAO Inspector Honza Jurka, in an article from 2012, regarding the 1996 incident:

"It's a wonderful summer day (summer in Peru is December, January, February, March). My OJT are captains of Cesar Castillo and Guido Fernandez. It's noon, so go for lunch at the restaurant in the Faucettu complex, which is called the control tower (and really looks like it). A nice view of the ramp and the runway and the perfect place for lunch when you are looking at the aircraft. Airplanes start and land and in the conversation about what we have done today and what we plan to do, no one notices anymore.

For some unknown reason, I noticed the cargo DC-8, which landed a while ago, at the corner of my eye and now stands on the ramp and has all the lights on. It took about five minutes and the "Eighth Eight" is still in the same spot with the lights on. I note that it will not take long and start burning one light after another. OAT is + 28 ° C. Suddenly we notice the fire brigade and ambulance ambulances as they slowly approach the aircraft. We drive down from the restaurant where we have parked our CAA car. Turn on lights and beacon and go to the plane.

As we approach, but we are still far away, something does not seem to me on the airplane. A little asymmetric. I ask Guido if he finds anything strange about the plane. After a moment, he replies that he clearly knows that he is missing a piece of wings! We are approaching and what we see is breathtaking. The airplane is wrapped in steel webs in cables that cut through the wings to the main girder, and the parts of the plane are still hinged beams of some steel structure, probably large antennas.

Within one hour, the police announce that someone is trying to sell something in the street on a plane. It was an overflow fuel pump from the outer tank of the wing.

Part of the transmitting antenna of Panamericana Television Channel 5, based on Morro Solar

We do a crew interview, we take a plane and go to look at the crash site and the damage on the antennas. Morro Sollar is a hill above the bay in the expensive Barranco district, separating Barranco and the overcrowded Los Chorrisos borough. One antenna is also NDB for approaching the FAP base of Las Palmas, from where we started with Mirage.

And the story is about that: DC-8 was on D-check, which was held in Las Palmas FAP near Lima. D-check asks for a so-called wing panel inspection and inspection of tanks, which at the same time must be re-tightened. This is classified as a "heavy maintenance" when the wing is dismantled and many other inspections are done. I do not remember exactly how many hours or cycles this is.

Upon completion, a full-tank test flight is required. The crew consisted of two pilots, board mechanics, and because the pilots could not speak a Spanish word, they took on board a military translator. We never knew why they did not take aboard the "Grupo 8" pilot who had an international experience and know the Lima space.

They were allowed to start, board the FL310 and work between the R-195 radial and the 200, 25 DME from Lima VOR. After this part of the test flight, the crew requested descent and permission to approach NDB to Las Palmas. When approaching, the crew decided because of "good visibility", which was in fact boundary (due to the orographic flow of wet warm air from the bay to the slopes of the Morro Solar where almost every day is covered with lenticularis cloud cover and where all TV antennas NDB transmitters), not to do a complete NDB procedure for IFR approach to Las Palmas but to fly directly to the station. They planned to capture the outbound course for the final approach to Las Palmas. On board, they had long ago an invalid map in Spanish, issued by the Peruvian Ministry of Defense.

The installation of several eighty-meter antennas lifted the current height of the Morro Solar Hill to 1312 feet, which is +262 feet above the previously published 1041 feet! And the combination of the unreaded map and the pilots' mistake in carrying out the NDB procedure brought them straight between the two largest antennas and almost ended tragically behind the hillside of Los Chorrillos. The airplane still had three quarters of full fuel tanks. If it crashed into the city, it would probably have fired it.

When investigating, we listen to a rather shocking ATC recording of events:
"Lima Tower, DC-8, N812CK, May Day, May Day, May Day!"
"N812CK, Wait." (
Lima Tower, N812CK Direct Lima Intl Airport . "
" N812CK, what's your problem? Wait! OK N812CK, go straight to Lima. Enable XXX Standard Arrival, keep 5,000 feet. "
" Lima Tower, N812CK, Negative! We ask Lima directly, this is May-Day, May-Day, May Day. We state an emergency. "
KLM:" Lima, they announce an emergency !!! "(background voice:" Jesus Christ, what are the idiots here? ") KLM for N812CK, can we help? Airplane Type?
"N812CK, We are DC-8. We've come across some antennas, and we have a bit of an airplane control problem and two overheated engines. I do not think we have any wings. "
KLM: "Lima, N812C has a problem fly a plane." (Voice in the background: "Oh, hi, on a DC-8 got about 2000 hours.")
"N812CK, Lima tower, runway 15 touchdowns allowed."
"N812CK back on track crash equipment. "
No answer.
"N812CK asks for crash equipment."
"N812CK, Lima Tower, roger."

DC-8 waited about 10 minutes before fire and rescue workers appeared. I have to say that we have suspended all the commanders on duty that day. At the briefing of the pilots I asked curiosity about how the machine was behaving. The captain replied that he had loaded it with gas immediately, the machine waving its tail like a fish, and began to rise. Just the steering was a bit heavy on the wings (the antenna rope wrapped around the right wing, plus the missing 6 meters). During an aircraft survey, we find that GPWS was off and CVR was on Stand-by. And this whole incident has been investigated for over six months."

#aviation #aircraft #airplane #accident #faa #ntsb #caa #icao #dc8 #peru #1996 #aia
9 Photos - View album

Post has shared content
It still baffles me, how it is nigh impossible to even find a mention of this accident, let alone any details. Makes you wonder how much other shit happens in aviation, that nobody but those directly involved know anything about.

#aviation #aircraft #airplane #accident #incident #ntsb
An accident I've mentioned a time or two in the past; (quote from the July 1996 issue of Airline and Commercial Aircraft Report ):

"The incident occurred on 31st May 1996 to DC-8-61 (F) N812CK, c/n 45890 - lost right wing tip and damaged fuselage when it struck antennae and power line on top of Morro Solar during post-maintenance flight from Las Palmas AB; emergency landing at Lima; 3 crew OK (being repaired) "

The DC-8 was given temporary repairs, and flown up to Oscoda, Michigan, USA. Where we ended up replacing the outer 25 feet (?) of RH wing; along with two of the main flaps; and assorted leading edge sections. I was there, and assisted in the repair work of this aircraft.

These are the only pictures I've been able to find of what happened, now 20 years later. There was a stack of about 40 pictures that were taken right after the aircraft landed, from all different angles, which have disappeared. Those photos showed two sections of radio tower still attached to cables, which were wrapped around and through both wings, sitting on top of the wings.

All this occured, because the aircraft had been doing a test flight after maintenance, and was being flight controlled out of a military tower, where English was not the required language. There was a miscommunication, and the flight crew was vectored straight into a small mountain, in low cloud cover.

Only pure luck, and skill, prevented them from impacting the side of the mountain. Instead, barely clearing the top of it, and flying straight through several radio antennas that were located there.

These pictures don't tell the whole story, but do give some idea of what was involved.

#aviation   #aircraft   #airplane   #douglas   #accident  
7 Photos - View album

Post has attachment
Observing the mechanics as they return these two CFM56-3 power plants to pre-test cell configuration. (Reinstalling bleed ducts, coolers, and installing borescope plugs after the post run borescoping)

Wait while more posts are being loaded