際際滷

際際滷Share a Scribd company logo

Qantas repair

Download as PPS, PDF
Art 37
Art 37

The document summarizes the recovery and repair of aircraft VH-OJH after it crashed at Bangkok International Airport on September 23, 1999. It describes stabilizing the aircraft, removing damaged sections, replacing parts, documenting work, and certifying repairs over a 6 month period. The aircraft was then repainted and returned to service on April 8, 2000.

1 of 63
Downloaded 59 times
VH-OJH INCIDENT 23 SEPTEMBER 1999 PETER THOMAS OJH PROJECT COORDINATOR
THE FIRST DAY VH-OJH left the end of RWY 21L at BKK INTERNATIONAL AIRPORT on the night of 23 SEPTEMBER 1999. The A/C travelled a further 200 metres across the RWY run-off area. On its way the A/C collided with the RWY 03R Localiser Antenna before coming to rest in a RWL position.
pth13: Localiser Antenna
pth13: The Day After
油
油
pth13: No.3 Pylon pth13: Note failure of Diagonal Brace end fitting
pth13: Golf Course Road
THE RECOVERY The importance of keeping the Station Aircraft Recovery List updated, including checking Emergency Contacts and Equipment Suppliers phone numbers. An assistant is required to keep notes during the initial Recovery planning period.
油
pth13: Construction of a road to return to RWY 21L.
pth13: Road constructed to allow unloading of aft cargo and parking of crane.
pth13: Stabilising R/H wing to prevent A/C movement.
pth13: Fuselage damage due to ingress of NLG Assy.
pth13: Classic failure of R/H WLG.
ARRIVAL OF PARTS To ensure swift delivery of Parts, Materials and Tooling a Customs Agent must be engaged who has contacts at the HIGHEST LEVELS. Arranging a Customs Carnet is of utmost importance to overcome heavy Customs Duties. To ensure these deliveries are completed with the utmost promptness, cooperation with all levels of the Airport Authority is required.
油
油
INCIDENT SITE SCRAP All scrap had to be collected for documentation. To conform to Customs regulations all parts and raw materials movements had to be thoroughly documented and presented to the Authorities for approval so as not to incur large Customs duties. This procedure was also required for all scrap material.
油
JANUARY 23 2000 REPAIR BEGINS The Boeing Team begins the repair by first stabilising and jigging the Aircraft to prevent fuselage movement during the removal of the lower sections of Sections41 and 42.
pth13: A/C was tied to the tail jack and the jack was cabled to the ground. Jack point was drilled to allow fitment of a rod between the jack adaptor and the jack point.
pth13: Installation of Tower Jacks
pth13: Fuselage stabilisation complete.
AIRCRAFT REPAIR BEGINS Removal of Section 41 and 42 begins. Replacement of the damaged window-belt has to be done before removal of the lower Section 41. This is to ensure the alignment of the Aircraft is maintained.
pth13: Window belt repair.
pth13: No.3 Pylon repair.
pth13: Wiring 沿顎鉛鉛-恢温界一
pth13: Wiring 沿顎鉛鉛-恢温界一 completed.
pth13: Sections 41/42 removed.
pth13: Aligning Sect.41.
pth13: Installation of Sect.42 plug.
pth13: Final 粥鉛庄乙稼馨艶稼岳
油
pth13: Skin finish after repair.
STORES PERSONNEL A team of Stores Personnel was required to acquit all the Parts demands and to administer a Parts store to ensure a smooth production flow is maintained. Boeing were ordering hundreds of parts daily from Seattle and expecting 2 days delivery at the site.
pth13: Mick Gledhill
DOCUMENTING AND CERTIFICATION To lessen the impact of the cost of the repair to QANTAS a lot of rotable parts were supplied by QANTAS. The Insurance Company will only pay Market Price for these parts. A Team of LAMEs were needed to document and certify these parts as a lot of the Parts were delivered straight from the Vendor. This included all the Landing Gear assemblys.
pth13: Mark Coffey
pth13: First Engine installed by QANTAS LAMEs
pth13: Zones 1 & 2 rework by QANTAS.
pth13: A few of the 300+ F/G repairs to the L/E.
油
HI - BLOW TEST Seats all the rivets and frame joints. Exposes any fuselage skin joints leakage. Fuselage blown to 12.5 psid.
油
pth13: Hi-Blow relief vlv.
ROLL-OUT AFTER REPAIR Rollout from Hangar after approx. 6 months. Due to publicity sensitivity the A/C had to be similar in appearance to other B744s prior to rollout. The repaint of the repaired areas was achieved by paint rollers.
油
油
油
pth13: Thorough wash before functional checks begin.
油
油
pth13: Second Test Flt. Return.
pth13: Taxi-In after 2nd Test Flt.return.
油
AFTER A/C DEPARTURE A/C Departs for Paint Facility in Xiamen. Final Clean-up underway.
pth13: Signing of Certificate of Completion.
pth13: Departure for repaint at Xiamen, China.
pth13: All scrap had to be disposed of so as to not arouse Media interest.
pth13: Last shipment of scrap is loaded before returning the Hangar to Thai Airways.
pth13: The crash site 6 months later. Note: the addition of landing lights.
THE END VH-OJH RETURNED TO SERVICE AFTER REPAIR AND REPAINT ON 8 APRIL 2000.

More Related Content

Qantas repair

  • 1. VH-OJH INCIDENT 23 SEPTEMBER 1999 PETER THOMAS OJH PROJECT COORDINATOR
  • 2. THE FIRST DAY VH-OJH left the end of RWY 21L at BKK INTERNATIONAL AIRPORT on the night of 23 SEPTEMBER 1999. The A/C travelled a further 200 metres across the RWY run-off area. On its way the A/C collided with the RWY 03R Localiser Antenna before coming to rest in a RWL position.
  • 4. pth13: The Day After
  • 5. 油
  • 6. 油
  • 7. pth13: No.3 Pylon pth13: Note failure of Diagonal Brace end fitting
  • 9. THE RECOVERY The importance of keeping the Station Aircraft Recovery List updated, including checking Emergency Contacts and Equipment Suppliers phone numbers. An assistant is required to keep notes during the initial Recovery planning period.
  • 10. 油
  • 11. pth13: Construction of a road to return to RWY 21L.
  • 12. pth13: Road constructed to allow unloading of aft cargo and parking of crane.
  • 13. pth13: Stabilising R/H wing to prevent A/C movement.
  • 14. pth13: Fuselage damage due to ingress of NLG Assy.
  • 15. pth13: Classic failure of R/H WLG.
  • 16. ARRIVAL OF PARTS To ensure swift delivery of Parts, Materials and Tooling a Customs Agent must be engaged who has contacts at the HIGHEST LEVELS. Arranging a Customs Carnet is of utmost importance to overcome heavy Customs Duties. To ensure these deliveries are completed with the utmost promptness, cooperation with all levels of the Airport Authority is required.
  • 17. 油
  • 18. 油
  • 19. INCIDENT SITE SCRAP All scrap had to be collected for documentation. To conform to Customs regulations all parts and raw materials movements had to be thoroughly documented and presented to the Authorities for approval so as not to incur large Customs duties. This procedure was also required for all scrap material.
  • 20. 油
  • 21. JANUARY 23 2000 REPAIR BEGINS The Boeing Team begins the repair by first stabilising and jigging the Aircraft to prevent fuselage movement during the removal of the lower sections of Sections41 and 42.
  • 22. pth13: A/C was tied to the tail jack and the jack was cabled to the ground. Jack point was drilled to allow fitment of a rod between the jack adaptor and the jack point.
  • 23. pth13: Installation of Tower Jacks
  • 25. AIRCRAFT REPAIR BEGINS Removal of Section 41 and 42 begins. Replacement of the damaged window-belt has to be done before removal of the lower Section 41. This is to ensure the alignment of the Aircraft is maintained.
  • 26. pth13: Window belt repair.
  • 27. pth13: No.3 Pylon repair.
  • 28. pth13: Wiring 沿顎鉛鉛-恢温界一
  • 29. pth13: Wiring 沿顎鉛鉛-恢温界一 completed.
  • 31. pth13: Aligning Sect.41.
  • 32. pth13: Installation of Sect.42 plug.
  • 33. pth13: Final 粥鉛庄乙稼馨艶稼岳
  • 34. 油
  • 35. pth13: Skin finish after repair.
  • 36. STORES PERSONNEL A team of Stores Personnel was required to acquit all the Parts demands and to administer a Parts store to ensure a smooth production flow is maintained. Boeing were ordering hundreds of parts daily from Seattle and expecting 2 days delivery at the site.
  • 38. DOCUMENTING AND CERTIFICATION To lessen the impact of the cost of the repair to QANTAS a lot of rotable parts were supplied by QANTAS. The Insurance Company will only pay Market Price for these parts. A Team of LAMEs were needed to document and certify these parts as a lot of the Parts were delivered straight from the Vendor. This included all the Landing Gear assemblys.
  • 40. pth13: First Engine installed by QANTAS LAMEs
  • 41. pth13: Zones 1 & 2 rework by QANTAS.
  • 42. pth13: A few of the 300+ F/G repairs to the L/E.
  • 43. 油
  • 44. HI - BLOW TEST Seats all the rivets and frame joints. Exposes any fuselage skin joints leakage. Fuselage blown to 12.5 psid.
  • 45. 油
  • 46. pth13: Hi-Blow relief vlv.
  • 47. ROLL-OUT AFTER REPAIR Rollout from Hangar after approx. 6 months. Due to publicity sensitivity the A/C had to be similar in appearance to other B744s prior to rollout. The repaint of the repaired areas was achieved by paint rollers.
  • 48. 油
  • 49. 油
  • 50. 油
  • 51. pth13: Thorough wash before functional checks begin.
  • 52. 油
  • 53. 油
  • 54. pth13: Second Test Flt. Return.
  • 55. pth13: Taxi-In after 2nd Test Flt.return.
  • 56. 油
  • 57. AFTER A/C DEPARTURE A/C Departs for Paint Facility in Xiamen. Final Clean-up underway.
  • 58. pth13: Signing of Certificate of Completion.
  • 59. pth13: Departure for repaint at Xiamen, China.
  • 60. pth13: All scrap had to be disposed of so as to not arouse Media interest.
  • 61. pth13: Last shipment of scrap is loaded before returning the Hangar to Thai Airways.
  • 62. pth13: The crash site 6 months later. Note: the addition of landing lights.
  • 63. THE END VH-OJH RETURNED TO SERVICE AFTER REPAIR AND REPAINT ON 8 APRIL 2000.