Gulp! Watch the video

[Boac]

https://www.airlive.net/alert-aerosucre ... o-carreno/

[prospector]

Sure upset the palm tree fronds.

[unifoxos]

The 37.4 years old aircraft

I wonder how significant the reporter thought that 0.4 of a year was.

[tango15]

I was once on an Avianca 707 going from Bogota to Medellin. As we taxied out, there was a bang from the No3 engine, which I was sitting quite close to. No smoke or flames, just a bang. We stopped for a few minutes on the taxiway and then the captain said were were returning to the stand for the engineers to have a look at it. After about 15 minutes, during which the engineers could not be seen, the captain made an announcement to the fact that there were no engineers available, but that we would go to Medellin anyway, so we took off from Bogota (elevation 8360 ft) for the 30 minute run to Medellin. There was some yawing of course, but with very little fuel on board and not quite a full load, we got off quite easily. If I could have got off that flight, I would have!

[barkingmad]

What’s all the fuss about?

Looks like he made his 50’ screen height and didn’t hit anything.

On a still morning at LGW the vortices from Ray 26L landing aircraft were audible as they brushed the bike shed near Concord House but I never complained to CAA nor AAIB.

It was rather a sweet sound confirming all that stuff we learned in Aerodynamics Lesson 3 of many....

[Boac]

35' actually.

[OneHungLow]

Report concluded.

Colombian investigators have concluded a report into a take-off incident involving an Aerosucre Boeing 737 which narrowly avoided crashing after it struck a tree while departing Puerto Carreño Airport last year.

The 737-200C, HK5192 (c/n 23124) temporarily lost thrust in its left engine following contact with the natural structure, a report by the DIACC found.

The jet was scheduled to carry out two cargo flights between Bogotá and Puerto Carreño on February 3, 2022. The incident occurred on the return leg with five occupants on board: the pilot, a co-pilot, an observer co-pilot, a technician, and a dispatcher.

The crew applied take-off power at 5.51pm local time and the parameters during the ground roll were normal, the DIACC report said.

Immediately after lift-off, as the landing gear lever was moved into the up position, the twinjet impacted the top of a tree located in the take-off path.

The report stated that the crew then received indications that the left-hand engine had failed. They carried out the required actions to restart the Pratt & Whitney JT8D, which recovered and stabilised. However, it then presented indications of high temperature, investigators said.

The aircraft reached an altitude of 2,500ft and made a 30nm departure from the airport. At this point, the crew decided to return to the facility. There were doubts about the condition of the landing gear as the crew were concerned it had been damaged during the aircraft’s impact with the tree. To be sure, the pilots cycled to system and confirmed its normal operation.

The aircraft touched down safely on runway 07 at 6.11pm, without further incident. Smoke was observed coming from the left-hand engine by the airport fire services. The crew subsequently shut down engine number one and taxied to the apron.

The five occupants left the jet without injury.

Investigators have determined that the 737 was overweight by approximately 275kg when it departed weighing around 49,240kg. The air temperature of 33.9°C – 1.9°C higher than forecast – limited the maximum take-off weight to 48,965kg.

Before departure the report said the crew calculated the take-off weight at around 49,158kg comprising among other things, 14,497kg of cargo, 7,257kg of fuel and 154kg of crew (only two crew were accounted for in the calculations).

The investigation did its own measurements and concluded that the actual take-off weight of the jet was 49,240kg, comprising 14,136kg of cargo, 7,650kg of fuel, and 405kg of crew.

According to the report, the crew and dispatch did their calculations for 32°C but by the time it came to take-off, the temperature had risen, reducing the maximum allowable weight.

However, despite these conditions, the DIACC determined that the aircraft should have cleared the tree by 90ft. Even if the engine had failed on the runway at V1 or later, the 737 would have been able to clear the tree by 35ft, the report said.

The overweight condition “delayed the acceleration” of the aircraft, which had a calculated rotation speed of 130kts. Analysis of flight data records by investigators showed rotation occurred at 138kts, but the aircraft only lifted off at 151kts. The report states that the captain consciously allowed the aircraft to continue its ground roll to “gain more speed, thus consuming more runway length”.

However, the longer run and higher take-off speed were not enough for the aircraft to safely pass over the tree. Instead, they displaced the aircraft’s climb path, bringing it closer to the obstacle during its initial climb.

Investigators concluded that the probable cause of the incident was the late rotation by the pilot and the execution of a take-off beyond the maximum allowed take-off weight. Contributing factors included the “overconfidence on the part of the crew” who assumed that there would be a reduction in weight during taxi (because of fuel burn) that they would be able to make a take-off within the limits.

A detailed inspection of the airframe following the incident revealed the presence of vegetation embedded in the left-wing leading-edge section, in the number one engine, and in various slat joints. Foliage was also found in the compressor and turbine sections of the left-hand engine.

The near 39-year-old twinjet has been flying with Aerosucre since 2017. It was first delivered to now defunct Alaskan regional carrier MarkAir in 1984. In 1996, Malaysian operator Transmile Air began flying the narrowbody before Alaska Airlines brought it into its fleet in 2001. A ten-year stint with Hawaiian carrier Aloha Airlines began in 2007.

https://www.key.aero/article/how-boeing ... uring-take


Aerosucre, have previous with overweight take offs (and much else besides)...




One hesitates to use the term "rogue operator" lightly but...!