Picture posted raises a question
 

How does this work? I would guess this damage would prevent the plane from being flight worthy. Would it have to be repaired at the airport where it was damaged? And what if the airport didn't have the resources to repair it?
http://forums.pelicanparts.com/uploa...1309284656.jpg

Caption this conversation?
http://forums.pelicanparts.com/uploa...1309284892.jpg

Most larger airports have a repair facility. Evren looked into buying the Istanbul operation, but it didn't pencil out for his company.

I suppose if no facility there, the plane could be taken apart enough to truck or haul to such a facility. After all, they moved the Spruce Goose to McMinnville, Oregon.

On smaller aircraft, ferry permits (kind of like a one time permit with restrictions) are often obtained to move an aircraft from one place to another. I am not sure how that works with the big stuff.

Guy on the left, "You mean to tell me that the pilot didn't see the building?"

Guy on the right, "What building???"

the winglet crashed into me. (notice the building). that would have to be repaired on site. there's no way they're going to disassemble an A380 and ship it out.

YOU said turn right!!!

Yeah, MY right, not yours.

so either that pilot failed at reading airport taxiway signs, or airport designer fails at measuring heh.

Tim is correct - ferry permit MIGHT be authorized depending on how bad the damage is and what's affected.

FYI - it's ALWAYS the fault of the Pilot-in-Command. Even if he/she wasn't at the controls, I guarantee you they'll end up getting dinged for it.

For those who have never had the benefit of sitting left seat, the reason you get paid is not necessarily for your flying ability (although that's part of it), it's to be a "fall guy" for the company in the event something goes wrong and they need someone to lay blame at the feet of in order to go on. This is why captains make decent money (not great, but decent).

I used to say it was 1/3, 1/3, 1/3 - a third of your pay was for your ability to show up and "drive the bus", a third was the company paying you to hopefully be able to save their assets (aircraft, cargo, prevent injury or death) because of your training and/or experience in handling emergency situations and a third was their paying you as an "insurance policy" just in case #2 didn't work out and an aircraft did get damaged/destroyed and someone did get injured or killed.

But trust me, even if a meteor came out of the clear blue sky and smashed through the wing, they'd find a way to make it be the PIC's fault ("pilot error due to lack of situational awareness and/or taking proper corrective action in time to avoid midair collision with foreign object...")

Just a little perspective from someone who did 135 work for a while as PIC.

It flew back to Toulouse, was repaired and back flying at the Paris airshow....

Orange Man: Это испаряется от факта что вы дурачок центризованный собственной личностью уничтоженный с gratifaction slef и mirth!

Yellow Man: Mindestens ich halte an der Herstellung von Liebe an den Frauen und an den nicht Ziegen fest!

Narrator: Igitur qui desiderat pacem, praeparet bellum

Randy

http://forums.pelicanparts.com/support/smileys/pray.gifhttp://forums.pelicanparts.com/support/smileys/pray.gifhttp://forums.pelicanparts.com/support/smileys/pray.gifThat was funny.

now the parts needed will now be issued a P.O.(purchase order) and on the header line it will state "AOG" and that means AIRCRAFT ON GROUND! that in and of itself indicates a RUSH attitude to be taken by all who handle the "P.O." and to expedite it ASAP.


but reality is: all the parts get nice red steekers AOG(stickers) that dont mean jack crap to anybody.


now if the aircraft has people on it or very important cargo, they will send another plane. but reality is: the parts needed get a "HOT-AOG" (hot aircraft on ground) and they get a flourescent orange "HOT-AOG" steeker(sticker) and thats supposed to indicate a "code red hop sing mo-fo cluster feek" to EXPEDITE THOSE PARTS ASAP IF NOT YESTERDAY............but as we all know.............the piles and piles of paperwork generated from this "HOT-AOG" preclude just walking up to the shelf, grabbing the parts, and putting them on the next plane going there.



it will be there a month at least.



now if its a military "HOT-AOG" thats when the armed airforce/army/navy/marine/USCG guards come in with the semi truck, set up their cots, break out the cards, put m-16's in corner, and order out chinese or pizza until the part is completed/tested in test cell/crated and then rolled onto semi-truck therefore interrupting the chinese/pizza poker game.



ask me how i know? garrett LAX fright(flight) line experience.



and thats how the wonderful world of aircraft parts works(?).

That's the funniest thing I've seen on this site in a LONG time.

And this is the second funniest thing I've seen here in a long time.

<iframe width="960" height="750" src="http://www.youtube.com/embed/LSFC8x2kgVU" frameborder="0" allowfullscreen></iframe>

I heard that they brought in a replacement, borrowed from Korean Air... different plane.

I work on the AOG team for widebody, twin-aisle commercial aircraft for a large American manufacturer based in Seattle, WA. I help repair this kind of damage for a living, and have been doing so for an awfully long time. Oddjob is the only one of you even close to right.

Any aircraft this severely damaged will be repaired on site. There is no simply "taking it apart" and transporting it elsewhere. While ferry permits are issued in certain situations, I've never seen one issued to cover this kind of damage. No airport has a repair facility capable of this kind of a repair. No airline has a repair crew capable of this kind of a repair. No MRO has the facilities or crew capable of this kind of a repair. This sort of damage typically falls to the OEM to repair. Often times, legally so.

The repair process begins with a survey team comprised of engineers, mechanics, and manufacturing engineers traveling to the site to assess the damage. Photographs and measurements are taken, part numbers recorded, and that sort of thing. We basically figure out what we need to fix or replace.

When we get home, we begin to plan the repair and put together a bid for the airline. We develop a parts list. We determine any jacking and shoring requirements. We determine any special tooling requirements, like locating jigs, tools to fabricate any repair specific parts, etc. (that's my part of the assignment - I'm the tool engineer). I'll round up any existing tools that we commonly use, any specific items left over from a previous similar repair, and bid the design work on any new, repair specific tooling. We then review all of this with the customer, factoring getting our repair equipment and crew on site, and settle on a final price and schedule.

Once the plan is in place, we begin to execute. We actually order parts. We design the repair. We (actually, I) design the tools and place them for fabrication. We build a crew list. We gather up all of our equipment and locate shippers. When everything is staged and ready, all engineering released, all parts and tools are on hand, all plans written, we go.

A typical field repair will utilize two crews of mechanics working back to back to one another, 12 hour days each, until the job is done. Sometimes months at a time. I'll work the day shift (along with the other engineers) and be on-call all night. We travel with an entire self-contained tool room, machine shop, standards bins, and everything else we need to be entirely self-sufficient when on site. We jack and shore to place the affected area in a known position and state (sometimes using a laser alignment system, with targets at known locations on the aircraft to verify), and then we go to work.

Typically 30-40 mechanics per shift, accompanied by quality assurance, tool room personel, managers, and engineers, and the best in the business. No stereotypical union lackies (mechanics) on these trips - everyone, from mechanic to engineer, is evaluated upon our return home. Those who don't perform don't make another trip or stay in the AOG organization for long.

That airplane will be stuck there for six to eight months at a minimum. Things just don't move any faster than that, red "AOG" stickers on everything notwithstanding. Just moving all of the people and equipment is a logistical nightmare, and designing the repair is a very painstaking process.