aircraft landing at the wrong airfield
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Aircraft landing at wrong airfield (1960)
Re: Pan Am 707 landing at wrong airfield - RAF Northolt 1960
As a young National Serviceman (ATC Assistant), I was on duty with a Senior Controller at RAF Northolt ATC Tower on the afternoon in question (can’t remember the date but late summer / early autumn!). It was a glorious sunny day, clear blue cloudless skies but very quiet (air movements-wise) at Northolt. To relieve temporary boredom, I spent much time observing (binoculars) to our right, the periodic, air traffic (some miles distant) on visual approaches to Heathrow. This always involved the pilot’s predictable clockwise left hand turn around the same distant gas storage tower, eventually taking the a/c well away and to the right of RAF Northolt. However, my attention was suddenly drawn to a 707 which had only partially completed the turn to Heathrow and then continued its approach towards us in the direction of Northolt. I observed this for several secs ( I couldn’t believe the pilot would not v. soon rapidly bear right for Heathrow) before drawing the controller’s attention to a possible impending ‘issue’. The 707 continued to gradually lose height on its final approach which appeared to line up directly with Northolt’s main runway. Our controller frantically tried to make contact with the a/c’s pilot but on this occasion, for whatever strange technical reasons, this was totally unsuccessful; we did just catch part of the pilot’s R/T call to Heathrow confirming he was about to land. In effect, things happened so rapidly that we could only ‘spectate’ from the Tower. We were highly concerned that a major disaster was looming as no a/c of that size and weight had ever attempted a Northolt landing on what would be considered an inappropriate runway. The a/c touched down and ended up at the far end of the runway, avoiding rolling into the hedge at the far end! Interestingly, during the Northolt descent, on-board regular passengers were loudly emphasising to (oblivious) cabin staff that they were certainly not about to land at Heathrow as stated by the a/c’s pilot. Eventually, passengers and luggage were unloaded and bussed over to Heathrow and customs etc. While this was ongoing, I received a call in the Tower from a Washington-based USAF General who just wanted me to confirm an unbelievable story that a fully loaded 707 had actually landed at RAF Northolt. News of the error had obviously travelled fast as we were soon inundated with several dozens of USAF servicemen (from the local Ruislip base) all carrying their cameras to record the after event and any attempted takeoff. My understanding was that the a/c’s crew were immediately flown back to the USA for an official inquiry while another experienced Pan Am pilot would arrive at RAF Northolt within the hour to experiment with possibilities for take-off to Heathrow. A rumour from the USAF contingent was that the pilot of the 707 was making his first ever trip into Heathrow while his colleagues were taking a nap. I have no idea whether this was a true assessment of the situation. Rumours were also doing the rounds concerning dis-assembly of the a/c and its subsequent removal in pieces from RAF Northolt. Eventually, a Pan Am pilot arrived on the scene while the 707 was stripped of anything considered to be an unnecessary weight (I don’t remember whether seats were also removed!). During the course of an hour, from line-up point, the pilot taxied the 707 the runway at various speeds on numerous occasions. Then, late afternoon / early evening, the 707’s engines were throttled up for some 10 minutes or so to the extent the whole base was vibrating. Eventually, with take-off clearance from us, the a/c rocketed forward with incredible acceleration and at just around the runway’s halfway point, the wheels were lifting from the tarmac by a foot or two, at which point the pilot put the a/c into such a steep angle climb, we were worried the tail-end tip of the fuselage might strike the runway! Quite an interesting ATC duty day in the Tower!
As a young National Serviceman (ATC Assistant), I was on duty with a Senior Controller at RAF Northolt ATC Tower on the afternoon in question (can’t remember the date but late summer / early autumn!). It was a glorious sunny day, clear blue cloudless skies but very quiet (air movements-wise) at Northolt. To relieve temporary boredom, I spent much time observing (binoculars) to our right, the periodic, air traffic (some miles distant) on visual approaches to Heathrow. This always involved the pilot’s predictable clockwise left hand turn around the same distant gas storage tower, eventually taking the a/c well away and to the right of RAF Northolt. However, my attention was suddenly drawn to a 707 which had only partially completed the turn to Heathrow and then continued its approach towards us in the direction of Northolt. I observed this for several secs ( I couldn’t believe the pilot would not v. soon rapidly bear right for Heathrow) before drawing the controller’s attention to a possible impending ‘issue’. The 707 continued to gradually lose height on its final approach which appeared to line up directly with Northolt’s main runway. Our controller frantically tried to make contact with the a/c’s pilot but on this occasion, for whatever strange technical reasons, this was totally unsuccessful; we did just catch part of the pilot’s R/T call to Heathrow confirming he was about to land. In effect, things happened so rapidly that we could only ‘spectate’ from the Tower. We were highly concerned that a major disaster was looming as no a/c of that size and weight had ever attempted a Northolt landing on what would be considered an inappropriate runway. The a/c touched down and ended up at the far end of the runway, avoiding rolling into the hedge at the far end! Interestingly, during the Northolt descent, on-board regular passengers were loudly emphasising to (oblivious) cabin staff that they were certainly not about to land at Heathrow as stated by the a/c’s pilot. Eventually, passengers and luggage were unloaded and bussed over to Heathrow and customs etc. While this was ongoing, I received a call in the Tower from a Washington-based USAF General who just wanted me to confirm an unbelievable story that a fully loaded 707 had actually landed at RAF Northolt. News of the error had obviously travelled fast as we were soon inundated with several dozens of USAF servicemen (from the local Ruislip base) all carrying their cameras to record the after event and any attempted takeoff. My understanding was that the a/c’s crew were immediately flown back to the USA for an official inquiry while another experienced Pan Am pilot would arrive at RAF Northolt within the hour to experiment with possibilities for take-off to Heathrow. A rumour from the USAF contingent was that the pilot of the 707 was making his first ever trip into Heathrow while his colleagues were taking a nap. I have no idea whether this was a true assessment of the situation. Rumours were also doing the rounds concerning dis-assembly of the a/c and its subsequent removal in pieces from RAF Northolt. Eventually, a Pan Am pilot arrived on the scene while the 707 was stripped of anything considered to be an unnecessary weight (I don’t remember whether seats were also removed!). During the course of an hour, from line-up point, the pilot taxied the 707 the runway at various speeds on numerous occasions. Then, late afternoon / early evening, the 707’s engines were throttled up for some 10 minutes or so to the extent the whole base was vibrating. Eventually, with take-off clearance from us, the a/c rocketed forward with incredible acceleration and at just around the runway’s halfway point, the wheels were lifting from the tarmac by a foot or two, at which point the pilot put the a/c into such a steep angle climb, we were worried the tail-end tip of the fuselage might strike the runway! Quite an interesting ATC duty day in the Tower!
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photo here: http://www.abpic.co.uk/photo/1001607/ ...( recent ABPIC outage now repaired)
and small photos here http://malander.webspace.virginmedia...olt/large.html
and small photos here http://malander.webspace.virginmedia...olt/large.html
Last edited by A30yoyo; 11th Mar 2015 at 16:31.
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My seat-mate from San Juan (PR) to Miami was a private pilot who owned a twin. But he was cautious and took commercial on such long flights.
He had a story of a United?? charter that was full of cruise-ship passengers. But it landed at Isla Grande Airport rather than the main San Juan airport [TJSJ] ... the main runway at TJSJ is roughly aligned [8 vs 9] with Isla Grande, which comes a few miles before Munoz Marin Apt.[TJSJ] Even though the runway is considerably shorter, there was a safe landing ... but then the fun began. The runway at Isla Grande was too short for the loaded plane to take off. There weren't stairs that would reach the door on the plane in question ... so stairs had to be driven over from TJSJ ... and it was rush hour with road traffic jams. The pax were finally deplaned and bused to their cruise ship(s), which were late departing.
I forget how much had to be removed from the plane before it could take off and hop over to TJSJ.
He had a story of a United?? charter that was full of cruise-ship passengers. But it landed at Isla Grande Airport rather than the main San Juan airport [TJSJ] ... the main runway at TJSJ is roughly aligned [8 vs 9] with Isla Grande, which comes a few miles before Munoz Marin Apt.[TJSJ] Even though the runway is considerably shorter, there was a safe landing ... but then the fun began. The runway at Isla Grande was too short for the loaded plane to take off. There weren't stairs that would reach the door on the plane in question ... so stairs had to be driven over from TJSJ ... and it was rush hour with road traffic jams. The pax were finally deplaned and bused to their cruise ship(s), which were late departing.
I forget how much had to be removed from the plane before it could take off and hop over to TJSJ.
Although the runway at Northolt is 5,500ft approx, it has a major road at one end and housing at the other, which to the best of my knowledge Renton does not. Imagine the insurance implications for PanAm back then if something went wrong, even in a minor way and that's not counting PR and customers. I'd imagine that it was kept on the back burner press wise at the time. If such a thing happened today what with smart phones and twitter etc, it would severely dent a corporate image 
SHJ
SHJ
On a serious and tragic note, is the loss of an RAF aircraft in the Leeming, Linton, Dishforth general area - can't remember without much checking exactly where.
The aircraft was being talked down and the radar controller gave certain directions which led to the side of a hill. The subsequent BoI determined that the pilot was being talked towards the wrong airfield.
Old Duffer
The aircraft was being talked down and the radar controller gave certain directions which led to the side of a hill. The subsequent BoI determined that the pilot was being talked towards the wrong airfield.
Old Duffer
I don't see how that could happen. On a talkdown using PAR, you can only talk an aircraft down to the runway at your own airfield. The only way it could possibly happen is if the aircraft you're talking to isn't the one you're looking at on your radar display.
I remember being asked on the second day of being ‘let loose’ with a real student as a brand new B2, being asked to do a run and break by my student (who at that time had not gone solo). I did a superb run and break at Rufforth, thinking it was Linton, and realised only half way round finals.
After a go round and asking for a steer on stud 2, we arrived back at Linton and the debrief. Just as I was about to open my mouth, a voice that was plainly the CFI said in the briefing room next to us;
“the final straw on this trip Bloggs, was that anyone who mistakes Rufforth for Linton on Ouse on a day like today is not worthy of passing this test – you are chopped”
My student looked at me and said ‘I think we had better debrief later don’t you sir?’
I could only agree. He went on to be a 4 star whilst I …….
After a go round and asking for a steer on stud 2, we arrived back at Linton and the debrief. Just as I was about to open my mouth, a voice that was plainly the CFI said in the briefing room next to us;
“the final straw on this trip Bloggs, was that anyone who mistakes Rufforth for Linton on Ouse on a day like today is not worthy of passing this test – you are chopped”
My student looked at me and said ‘I think we had better debrief later don’t you sir?’
I could only agree. He went on to be a 4 star whilst I …….
chevvron,
And that is what appears to have happened.
I will try to find details and post the event here. It is, however, true as I have read the Form 1180.
Old Duffer
And that is what appears to have happened.
I will try to find details and post the event here. It is, however, true as I have read the Form 1180.
Old Duffer
An aircraft doing a perfectly normal straight in visual approach is the aircraft the PAR controller thinks he is talking to (and as it's nicely on glideslope, thinks he is doing a good job).
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Ha ha. And the aircraft which is responding to that PAR controller's instructions flies an identical profile to a parallel runway at a completely different aerodrome…
But a PAR approach into the side of a hill? Now I've heard everything...
But a PAR approach into the side of a hill? Now I've heard everything...
Well thanks for that, but Capt Airclues' edit makes it even more authoritative. But I'm in no position to laugh...
On route from Le Touquet to Nice one day long ago I decided to land asap in the face of a terrific squall line in front; I chose Orange from my 1:500,000 map, looked them up, changed the crystal (it was an ex-RAF trainer) and approached straight-in in very heavy rain and gusts. Having just had clearance to land I assumed that the red flares were for someone else. It was Orange Military, about 4 miles west of the coivil airport, I think, with a more or less parallel runway.
Released from military jail later that day I continued to Nice, then Urbe. There I had a radio failure, and was cleared next morning to fly non-radio at 1000ft to Ciampino, approach straight in and land, as soon as I got a green from the tower. So I flew across Rome to what I guessed was Ciampino on my 1:500,000 map; it and Fuimicino were very close with one name above and one below. Landing at Ciampino I crossed the threshold only to see a B707 taking off across my bows towards the west. So I turned left rapidly and flew at 100ft to Ciampino, landing some 5-10 minutes later. It seemed that no-one noticed.
I claim the record. Twice in 2 days.
On route from Le Touquet to Nice one day long ago I decided to land asap in the face of a terrific squall line in front; I chose Orange from my 1:500,000 map, looked them up, changed the crystal (it was an ex-RAF trainer) and approached straight-in in very heavy rain and gusts. Having just had clearance to land I assumed that the red flares were for someone else. It was Orange Military, about 4 miles west of the coivil airport, I think, with a more or less parallel runway.
Released from military jail later that day I continued to Nice, then Urbe. There I had a radio failure, and was cleared next morning to fly non-radio at 1000ft to Ciampino, approach straight in and land, as soon as I got a green from the tower. So I flew across Rome to what I guessed was Ciampino on my 1:500,000 map; it and Fuimicino were very close with one name above and one below. Landing at Ciampino I crossed the threshold only to see a B707 taking off across my bows towards the west. So I turned left rapidly and flew at 100ft to Ciampino, landing some 5-10 minutes later. It seemed that no-one noticed.
I claim the record. Twice in 2 days.
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I think it was 1970 when a Portuguese DC6 landed at Chalgrove instead of RAF Benson (similar southerly runways about 4 miles apart).
The most p1ssed off person was the customs officer (JF) who had to drive over there to clear it.
mcdhu
The most p1ssed off person was the customs officer (JF) who had to drive over there to clear it.
mcdhu
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Not an attempted landing but a very embarrassing overflight - a BUFF was meant to overfly the 2004 Farnborough Airshow but could be seen well off to the north over Blackbushe. US bomber misses target for flypast at air show - Telegraph
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Originally Posted by ICT_SLB
Not an attempted landing but a very embarrassing overflight - a BUFF was meant to overfly the 2004 Farnborough Airshow but could be seen well off to the north over Blackbushe
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It was not a USAF mis-ident. The B52 simply missed Farnborough as a result of Farnborough ATC vectoring. Blackbushe just happened to be beneath the B52 after it missed Farnborough. The Blackbushe ATZ was delegated to Farnborough at the time so there was no traffic problem. There was simply no spare capacity for a second line-up attempt to correct the error.