April at Heathrow

Last two from April

Cathay Pacific Airways
Airbus A340-642

Japan Airlines (JAL)
Boeing 777-346ER

Tunisair
Airbus A320-211

Virgin Atlantic Airways
Airbus A340-642 G-VWEB

All Nippon Airways (ANA)
Boeing 777-381ER

Scandinavian Airlines (SAS)
McDonnell Douglas MD-82

Hope You like it

Few more from April
Clickair
Airbus A320-214

Alitalia
McDonnell Douglas MD-82

British Airways
Boeing 777-236(ER) G-YMMP

DHL (European Air Transport)
Airbus A300B4-203(F)

British Airways
Boeing 757-236 G-CPEN

Lufthansa
Boeing 737-530

Bellview Airlines
Boeing 767-241(ER)

bmi Regional
Embraer ERJ-145MP

Virgin Atlantic Airways
Airbus A340-642

Turkish Airlines
Airbus A321-231

British Airways
Boeing 747-436

Royal Jordanian
Airbus A310-304

TAM Linhas Aéreas
Airbus A330-223

British Airways
Boeing 757-236

Air Astana
Boeing 757-2G5

Two more great shots flcriminal like the BMI A330 with the AC 767 in the background 😎

James

BMI British Midland
Airbus A330-200 G-WWBD

United Airlines
Boeing 777-200 N775UA

This is what i found

“According to my MD manual the device is properly called a spray deflector and is one item on the exterior preflight inspection.

I have the video of the wet runway tests with and without this device. It is quite a difference. The spray is thrown in a much lower arc with the deflector attached and it makes ingestion by the engines much less likely.

Without the deflector the material would not travel much farther, mostly just higher. And if it goes higher it takes longer to arc over the top and fall back to the runway. Longer time = more opportunity for the engines to get there and ingest it.

At 120 knots a plane is traveling just over two hundred feet per second. Let’s picture a nosewheel tire with a tread width of ten inches, rolling 200fps through slush lying one-quarter inch deep on the runway. The tire will throw six thousand cubic inches (that is about 26 gallons) of slush per second up, and out to the side. Well, since the engines will arrive where the nosewheel is now in less than one second. The need to keep the spray low becomes pretty obvious when you think of it that way.

Forget gravel and other FOD, I don’t think jet engines would be happy being fed 26 gallons of water per second.

When the DC-9-80 entered line service this spray deflector created a small problem. The standard DC-9 towbar was about an inch too narrow of throat to fit over it. A whole new series of towbars was distributed.”

Thank you for the information flcriminal 😎 and some more great shots there like the AC A330

James

Thanx a lot for nice comments

One more:
Air Canada Airbus A330-300 C-GHKX

All excellent shots!!

Few from yesterday 26.04.2008

Etihad Airways Airbus A340-600 A6-EHH

United Airlines Boeing 747-400 N194UA

Singapore Airlines Airbus A380 9V-SKC

Aeroflot Airbus A320 VP-BQU

04.04.
Korean Air
Boeing 747-4B5

12.04
Luxair – Luxembourg Airlines
Embraer ERJ-145LU

Swiss International Air Lines
British Aerospace Avro RJ100

Delta Air Lines
Boeing 767-332(ER)

Air-India
Boeing 777-337ER

United Airlines
Boeing 777-222

Excellent catch with the Gulf air 330! Dont suppose you were there the other day for the VIP MD-11 were you?

Nice shots there like the Gulf Air A330 shot 😎 Just wondering whats that on the SAS MD82 nose wheel is it some sort of brake? :confused:

James

This is what i found

“According to my MD manual the device is properly called a spray deflector and is one item on the exterior preflight inspection.

I have the video of the wet runway tests with and without this device. It is quite a difference. The spray is thrown in a much lower arc with the deflector attached and it makes ingestion by the engines much less likely.

Without the deflector the material would not travel much farther, mostly just higher. And if it goes higher it takes longer to arc over the top and fall back to the runway. Longer time = more opportunity for the engines to get there and ingest it.

At 120 knots a plane is traveling just over two hundred feet per second. Let’s picture a nosewheel tire with a tread width of ten inches, rolling 200fps through slush lying one-quarter inch deep on the runway. The tire will throw six thousand cubic inches (that is about 26 gallons) of slush per second up, and out to the side. Well, since the engines will arrive where the nosewheel is now in less than one second. The need to keep the spray low becomes pretty obvious when you think of it that way.

Forget gravel and other FOD, I don’t think jet engines would be happy being fed 26 gallons of water per second.

When the DC-9-80 entered line service this spray deflector created a small problem. The standard DC-9 towbar was about an inch too narrow of throat to fit over it. A whole new series of towbars was distributed.”

Nice shots there like the Gulf Air A330 shot 😎 Just wondering whats that on the SAS MD82 nose wheel is it some sort of brake? :confused:

James

Excellent photos. That Gulf F1 scheme gets better every time I see it.

Very nice work indeed! 🙂

Paul