Are there special procedures for scenarios where landing gear failure is confirmed or suspected?

For example - if a turboprop is going to attempt a landing without three greens, is the row adjacent to the prop usually evacuated?

On August 20, 2007, a China Airlines Boeing 737-809 was operating a flight from Taipei, Taiwan, to Naha, Japan. There were 165 people on board (157 passengers and 8 crew members).

The aircraft landed normally and had already taxied to the gate when passengers noticed flames near the right wing and right engine. At the same moment, the pilots received a “Engine No. 2 Fire” warning. The cabin quickly filled with black smoke. The cabin crew began an evacuation through the emergency exits, and passengers left the aircraft via the inflatable slides.

Video of evacuation

By the time the last passenger was off the airplane, the fire had already engulfed half of the fuselage. The pilots evacuated last. The first officer climbed out through the cockpit window; at that moment an explosion occurred and he fell to the ground, but he was not injured. As the captain began to climb out through the same window, two more explosions followed and the aircraft broke apart, yet the captain was also uninjured. The entire evacuation took six minutes. No one was killed, but four people were injured, including an airport worker.

Investigators quickly determined that the fire was caused by a fuel leak. When they examined the wing fuel tank, they found a dented bolt that had punctured the tank wall and compromised its seal. While the aircraft was taxiing, the airflow from the operating right engine prevented the leaking fuel from reaching hot engine components. However, once the engine was shut down, fuel spilled onto the hot exhaust nozzle and ignited.

The dented bolt was part of a mechanism that served as a limit stop for slat extension. Several weeks before the incident, at the manufacturer’s request, airline maintenance personnel had modified this mechanism. The change involved bonding a nut to the bolt with adhesive to prevent it from repeatedly working loose. Because the attachment point was difficult to access, the mechanics tightened and loosened the bolt by feel, effectively working “blind.” During the procedure, a washer - which prevented the bolt from slipping out of the mechanism - fell out unnoticed.

The bolt, which came loose during landing, remained inside a “cup” into which the slat retracts very tightly. This “cup” is located inside the fuel tank. As a result, when the slats were retracted, powerful hydraulics drove the bolt into the fuel tank wall, causing the leak and the fire.

After the investigation, Boeing urgently inspected 737-800 aircraft worldwide. In the United States alone, more than 20 aircraft were found to have a similar potential hazard. The locking device was later redesigned across the fleet.

Extension structures will replace ‘sharklets’ to simulate deployed folding wing-tips.

Airbus is aiming to commence flight tests next year with an A321neo modified to simulate fully-extended folding wing-tips, as part of an exploration of broader-span wings.

The airframer will “imminently” started work on producing the full-scale wing-tip extension structures that will replace the ‘sharklet’ installations currently on the twinjet, says Richard MacPherson, technology lead on the Wing of Tomorrow programme.

These will broaden the 34m (112ft) span by around 4-5m on each side, he says, but will not feature a hinge mechanism.

“These will replicate a folding wing that is in its flight condition,” he says. “So these devices will never be in their 90° position. They would always be like this even on the ground.”

But the Wing of Tomorrow programme has a parallel development featuring ground-based demonstrators for the hinge mechanism.

“Because that’s going to be operated on the ground, we can do that largely through ground-based activities,” says MacPherson. “So the two are complementary.”

He states that flight testing will commence in the second half of 2027.

Wing of Tomorrow programme head Sue Partridge says this phase, focusing on the airborne analysis, will last about three years.

The programme has concentrated so far primarily on ground activity.

“We also need to de-risk this technology in the air,” she says. “This flight test is going to allow us to challenge the limits, push the boundaries, and explore the benefits of longer wings to de risk our future products.”

The extension devices will simulate a “latched and locked” wing-tip, says MacPherson.

“That’s going to allow us to evaluate how those different geometries perform in a real life environment up in the air,” he says.

“All of the devices will have extensive flight-test instrumentation installed on them. That’s to enable us to understand the performance benefits of each of these devices, to understand the aerodynamics and also to evaluate how these longer wings will impact other variables in the aircraft.

“So this will be a crewed demonstrator, it will have flight-test crew on board, and it will really enable us to understand the handling of these very long wings.

“Ultimately, all of this flight-test data that we will gather will be absolutely critical to de-risk the technology of folding wings in flight, but also to unlock the power and potential that long, higher aspect-ratio wings will have in the future.”

MacPherson says advanced digital simulation has been conducted to optimise the different extension devices which will be used in the flight tests, and components for the first – which will be assembled at Airbus’s Filton site – have already been manufactured.

“Long before these extension devices take flight, we will already know exactly how they will behave,” he adds.

Source:FlightGlobal

I can't make it to the show this year, and dad had an engine out in September. Fortunately we were able to make it to our first ever Airventure in his homebuilt Zenith 601HDS last summer. This tattoo is my tribute to the 20 years of work and waiting that went into getting there.

Spotted this morning coming in through the fjord - awesome to see especially on a pretty breezy morning. The video does not do these volcanic fjords proper justice but still incredible to see.

So a few years back I found this picture of an Alitalia 737-200 on https://www.airticketshistory.com, but couldn't track the airframe. Today I found this picture again and started looking into it, but I need help.
The picture shows a plane registered as I-GCC, which seems too short to be an actual reg and the plane. Not to mention the only two 737-200 Alitalia operated were from Aer Lingus and used an Irish registration number.
On the left there appears to be an American registered Cessna, and a tail of some military aircraft, but I cannot pinpoint what it is exactly.
The biggest clue howeveer is the plane in the background on the right. It is a Trans International Express Short 360. That airline operated a small network of regional flights out of JFK between 1998 and 2000. This is quite confusing considering Alitalia used B732 only in the 1992-1993 period.
I decided to send an email to the man behind the website, he confirmed that this picture was taken in April 2000, but was unable to provide any further details since he bought that photo from someone a few years back, didn't take it himself.

And that's all I've been able to gather, does anyone have any other ideas or knows something as to what airframe it is and what's the story behind it?

Found this photo in the makeshift Lockheed employee photo album I got from my local antique store. This Lockheed tristar is JY-HKJ after being built for the King of Jordan. Very unique photo and a one of a kind aircraft.

(Photo taken At Air Force Plant 42)

I thought continental merged with United? But saw this Continental branded plane at Denver International Airport, the plane appears to be a 737 Max 8 may be?

I work near Dobbins AFB where Lockheed Martin is also located, so I typically see gray colored F22s, F35s, and C-130s flyover daily on approach. Today, I noticed a white plane from the reflection of my computer monitor before realizing the president is in Atlanta today.

Just seen this. In 2019 DHC bought the rights to the Shorts 330/360/C-23 Sherpa family and have attempted to revive the aircraft as the "Pack Rat". The aircraft on display, a C-23B+ Sherpa, C-GSHP, originally built as a Shorts 360, is currently at the Farnborough International Airshow on a marketing tour.

The Pack Rat features the standard Pratt & Whitney Canada PT6As, but boasts a Garmin G700 XTi avionics suite.

From Vice President for Corporate affairs at De Havilland Canada Neil Sweeney on The Aviation Week:

"This is the Pack Rat because it really does act like the pack rat. You can put things in; you can take things off. It is a delightfully quirky aircraft. We think there's lots of life in this airframe," - “This aircraft fits a niche. It's smaller than a C-295 but it is bigger than a Twin Otter. It has short-takeoff-and-landing [capabilities]. We think of it like a mini [Lockheed C-130] Hercules, so we think this airframe fills a role, but it'll be up to the customers to determine whether we're we are right,” - “At this point I think we will probably stick with the PT6As. If it ain't broke, don't fix it"

C-GSHP was previously brought to Farnborough in 2024 to celebrate the 50th anniversary of the first Shorts 330 flight, on August 6th 1974.

https://aviationweek.com/aerospace/aircraft-propulsion/de-havilland-canada-debuts-relaunched-sherpa-pack-rat

https://youtu.be/0q8vJUayK3U

https://www.planespotters.net/photo/1955753/c-gshp-longview-aviation-leasing-short-c-23c-sherpa-360

Hello! I spotted a lot of miscellaneous aircraft components while visiting Walt Disney World recently. I’m at a loss, and would love any help identifying where some of these might have come from! Also, excuse the blur in some photos, my iPhone doesn’t handle low-light shooting well while moving.

This area used to be home to the Backlot Tours ride and featured a real, WWII veteran C-60 Lockheed for a few decades. If any of the parts here came off of that airframe, I’d love to know!

Amazing to see Lufthansa 747 land at Vancouver.

Especially proud of this pic I took at Oshkosh yesterday. Especially shows the comparison of the C-17 against the C-5

Excited to see this take of from the Admirals Club! Watching a second 747 being pushed back from the UPS stand as I post!