Yes We Can!

Just over one year ago, a Delta A350 struck an Endeavour Air CRJ-900 at ATL. The jet, registration N302PQ, has been part of the Endeavour fleet for its entire life of 12 years. Catastrophic damage, where the CRJ’s tail was chopped off by the A350, led many to believe that the aircraft would be scrapped.

However, Delta’s maintenance department worked wonders and restored the aircraft to full working order. It’s not surprising this has taken over a year as major structures had to be rebuilt. The incident left the CRJ-900 stranded on the tarmac, whilst the A350 was able to taxi back to the terminal. Thankfully, there were no injuries amongst crew and passengers.

So, what was required to make the jet airworthy again? Such a major structural job requires complex, careful and costly repairs. Starting with an initial assessment then securing the aircraft before taking to an MRO facility. Non-destructive testing using ultrasound, x-ray and other methods to evaluate the extent of airframe damage. Damage classification is based on the Structural Repair Manual. Of course, a destroyed tail section is in the major structural repair section!

Replacement of the tail section involves fabricating or procuring new vertical stabilisers and control surfaces. The damaged section is carefully disassembled and removed from the fuselage. Fasteners and sealants are installed to preserve cain pressurisation and structural integrity. Reinforcing the airframe can also be necessary for extensive repairs. Following the installation of new parts, system checks are conducted. These include hydraulic systems, flight controls and avionic sensors in the tail section. A cabin pressure test performed to confirm there are no leaks in the repaired fuselage. The new tail section is primed and painted to match the rest of the aircraft, thus completing the cosmetic part of the repair.

Maintenance flights are now being conducted, before it re-enters passenger carrying service.

Had the A350 wing damaged the CRJ’s fuselage, then it would have been a write-off.

In other news –

Go-around v Aborted Landing – is there a difference? After my recent experience at FNC (LPMA) which was classified as an aborted landing, let’s look at subtle differences.

Go-around is an aborted landing of an aircraft on final approach or has already touched down. It can be initiated by the pilot flying or ATC for several reasons, including unstable approach, obstruction on the runway, sudden wind change, improperly executed landing (bounce) or mechanical issue. As you may be aware, FNC is Captains only landing and take-off. The go-around procedure is a combination of work between the manufacturer, airline and a country’s aviation authority.

Aborted landing is when the aircraft is on approach and conditions change, such as wind speed and direction. This will be conducted at a higher altitude, usually before landing clearance is given. ATC will instruct the crew that the wind speed and direction is out of limits, followed by climbing to a cleared altitude and entering a holding pattern.

From the passenger perspective, it’s either an exciting or nerve-wracking experience. On 15 September 2025, flight LS1225 carried out an aborted landing at FNC. With gusty winds it was a bumpy approach. Due to wind suddenly becoming too strong to land, either ATC instructed our flight to abort, or the Captain made that decision. We entered a familiar holding pattern, waiting our turn for another landing attempt, which was successful. The passengers on TUI’s flight from BHX, in front of us, were not so lucky. They diverted to TFS until the winds abated!

Gulf Air – recently announced the appointment of Martin Gauss as CEO. Formerly holding the same position at Air Baltic, he managed an extensive expansion and fleet modernisation programme.

And finally –

Congratulations to Snr F/O Rhys Parker (BA A380) on completing today’s (Sunday) Vitality 10k Run in London. His best time of just under 1 hour. His chosen charity the Pulmonary Fibrosis Trust, for research into a disease that took his father’s life at a relatively young age.

Information courtesy of Simple Flying, Wikipedia, Gulf Air, Snr F/O Rhys Parker

Images courtesy of Aviation Source News, MDPI

©TPSC, LadyJet2 and photo/diagram suppliers