VH-OJH INCIDENT 23 SEPTEMBER 1999 PETER THOMAS OJH

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VH-OJH INCIDENT 23 SEPTEMBER 1999 PETER THOMAS OJH PROJECT COORDINATOR

THE FIRST DAY • VH-OJH left the end of RWY 21 L 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 03 R Localiser Antenna before coming to rest in a RWL position.

pth 13: Localiser Antenna

pth 13: “The Day After”

pth 13: No. 3 Pylon pth 13: Note failure of Diagonal Brace “end fitting”

pth 13: 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.

pth 13: Construction of a road to return to RWY 21 L.

pth 13: Road constructed to allow unloading of aft cargo and parking of crane.

pth 13: Stabilising R/H wing to prevent A/C movement.

pth 13: Fuselage damage due to ingress of NLG Assy.

pth 13: “Classic” failure of R/H WLG.

ARRIVAL OF PARTS • To ensure swift delivery of Parts, Materials and Tooling a Custom’s Agent must be engaged who has contacts at the HIGHEST LEVELS”. Arranging a “Custom’s 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

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.

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 Sections 41 and 42.

pth 13: 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.

pth 13: Installation of “Tower Jacks”

pth 13: 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.

pth 13: “Window belt” repair.

pth 13: No. 3 Pylon repair.

pth 13: “Wiring pull-back”

pth 13: “Wiring pull-back” completed.

pth 13: Sections 41/42 removed.

pth 13: “Aligning Sect. 41.

pth 13: Installation of Sect. 42 “plug”.

pth 13: “Final Alignment”

pth 13: 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.

pth 13: 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 LAME’s 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

pth 13: Mark Coffey

pth 13: First Engine installed by QANTAS LAME’s

pth 13: Zones 1 & 2 rework by QANTAS.

pth 13: A “few” of the 300+ F/G repairs to the L/E.

HI - BLOW TEST • “Seats” all the rivets and frame joints. • Exposes any fuselage skin joints leakage. • Fuselage blown to 12. 5 psid.

pth 13: “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 B 744’s prior to “rollout”. • The repaint of the repaired areas was achieved by “paint rollers”.