Tee Emm
23rd May 2010, 14:00
Reading that excellent series of books "Air Disaster" by the Australian author Macarthur Job, I came across Volume One, chapter 3 which covered the Swissair Caravelle crash after take off from Zurich on 4 September 1963.
The cause of the acccident was deemed to be overheated brakes which caught fire in the air. The captain had used high power against the brakes while taxiing up and down the runway in an attempt to use engine exhaust to lift the fog. There was no mention in the official accident report that at the time it was a procedure approved by Swissair.
The visibility in fog was so bad that a follow-me vehicle was used to guide the Caravelle to the runway threshold and even then the driver got temporarily lost trying to find the threshold and inadvertently led the aircraft to a taxiway that joined the runway 400 metres from the threshold rather than at the threshold itself. The aircraft then lined up and taxiied at high power against brakes until after covering about 1400 metres, it slowed, turned 180 degrees and taxied slowly right back to the threshold still with engines set to high power. Workmen on the airport in the vicinity of the runway particularly noticed the engine noise was a good deal louder than normal for a taxiing Caravelle.
At the time of the accident a number of foreign pilots were employed on contract by Swissair. A few days ago, one of those pilots now well into his eighties, and who I have known personally since 1976, contacted me to explain what he knew about the accident and to add more information that was not included in the official accident inquiry. He said that immediately after the accident, the page in the relevant flight operations manual that directed the technique of lifting fog with engine exhaust heat, was removed and replaced with a blank page. This technique was nicknamed FIDO after the wartime British method of using pipes along the side of runways that delivered petrol and then ignited to create heat to lift fog.
Several expatriate pilots with Swissair raised strong objections on safety grounds to the FIDO technique of high power against brakes on taxiing, but were over-ruled by the then operations department crewed by Swiss nationals . Yet, another problem affecting brake use had arisen some months earlier when (according to the pilot), Rolls Royce, who manufactured the engine installation in the Caravelle, published a recommendation on engine handling.
I understand the recommendation was to avoid continuous operation between 4500 RPM and 6000 RPM while taxiing. I gather the Caravelle was unable to sustain normal taxi speed at 4500 RPM whereas 6000RPM was too high a power which resulted in a too fast taxi speed. Although Rolls Royce stressed the RPM's were not Limitations - but advice only - Swissair management by Ops manual insertion, directed Caravelle pilots to keep outside those RPM limits and any pilot failing to adhere to those "limits" were called up for tea and bikkies or failed in line checks.
The problem with the 6000RPM top figure was that pilots were forced to use continuous braking to overcome the higher thrust and this resulted in hot brakes while taxiing. In the case of the fatal Caravelle trip, several times the captain nearly ran over the follow-me vehicle while braking against thrust. As my contact stressed, he could not prove any of the statements he made but nevertheless he said it happened.
The reason he gave me for opening up about the circumstances of the Caravelle accident was that at his advancing years and being perhaps one of the last Swissair pilots of that era, he felt the truth should come out since this evidence was never mentioned in the published documents of the accident. He remains convinced that if the ops management at the time had listened to the warnings by the expat pilots of the potential danger of hot brakes that occured not only with taxiing RPM enforced "limitations" but very much exacerbated by the management directed FIDO policy of burning off fog prior to take off with engine power, it is probable the accident would not have happened.
Apologies if the quoted engine RPM figuresmay not be dead accurate but some slack should be allowed for memory limitations of 47 years...
Comments from readers who may be familiar with the Caravelle accident of 4 September 1963 are most welcome and I will pass them along to my old friend.
The cause of the acccident was deemed to be overheated brakes which caught fire in the air. The captain had used high power against the brakes while taxiing up and down the runway in an attempt to use engine exhaust to lift the fog. There was no mention in the official accident report that at the time it was a procedure approved by Swissair.
The visibility in fog was so bad that a follow-me vehicle was used to guide the Caravelle to the runway threshold and even then the driver got temporarily lost trying to find the threshold and inadvertently led the aircraft to a taxiway that joined the runway 400 metres from the threshold rather than at the threshold itself. The aircraft then lined up and taxiied at high power against brakes until after covering about 1400 metres, it slowed, turned 180 degrees and taxied slowly right back to the threshold still with engines set to high power. Workmen on the airport in the vicinity of the runway particularly noticed the engine noise was a good deal louder than normal for a taxiing Caravelle.
At the time of the accident a number of foreign pilots were employed on contract by Swissair. A few days ago, one of those pilots now well into his eighties, and who I have known personally since 1976, contacted me to explain what he knew about the accident and to add more information that was not included in the official accident inquiry. He said that immediately after the accident, the page in the relevant flight operations manual that directed the technique of lifting fog with engine exhaust heat, was removed and replaced with a blank page. This technique was nicknamed FIDO after the wartime British method of using pipes along the side of runways that delivered petrol and then ignited to create heat to lift fog.
Several expatriate pilots with Swissair raised strong objections on safety grounds to the FIDO technique of high power against brakes on taxiing, but were over-ruled by the then operations department crewed by Swiss nationals . Yet, another problem affecting brake use had arisen some months earlier when (according to the pilot), Rolls Royce, who manufactured the engine installation in the Caravelle, published a recommendation on engine handling.
I understand the recommendation was to avoid continuous operation between 4500 RPM and 6000 RPM while taxiing. I gather the Caravelle was unable to sustain normal taxi speed at 4500 RPM whereas 6000RPM was too high a power which resulted in a too fast taxi speed. Although Rolls Royce stressed the RPM's were not Limitations - but advice only - Swissair management by Ops manual insertion, directed Caravelle pilots to keep outside those RPM limits and any pilot failing to adhere to those "limits" were called up for tea and bikkies or failed in line checks.
The problem with the 6000RPM top figure was that pilots were forced to use continuous braking to overcome the higher thrust and this resulted in hot brakes while taxiing. In the case of the fatal Caravelle trip, several times the captain nearly ran over the follow-me vehicle while braking against thrust. As my contact stressed, he could not prove any of the statements he made but nevertheless he said it happened.
The reason he gave me for opening up about the circumstances of the Caravelle accident was that at his advancing years and being perhaps one of the last Swissair pilots of that era, he felt the truth should come out since this evidence was never mentioned in the published documents of the accident. He remains convinced that if the ops management at the time had listened to the warnings by the expat pilots of the potential danger of hot brakes that occured not only with taxiing RPM enforced "limitations" but very much exacerbated by the management directed FIDO policy of burning off fog prior to take off with engine power, it is probable the accident would not have happened.
Apologies if the quoted engine RPM figuresmay not be dead accurate but some slack should be allowed for memory limitations of 47 years...
Comments from readers who may be familiar with the Caravelle accident of 4 September 1963 are most welcome and I will pass them along to my old friend.