Qantas A380 crew honoured
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Qantas A380 crew honoured
The Crew of Flt QF032 (Airbus 380 VH-OQA) has been awarded the prestigious Hugh Gordon-Burge Memorial Award by the Guild of Air Pilots and Air Navigators (GAPAN).
Citation:
The Award was presented by the Master of the Guild, Captain O W 'Wally' Epton, and the guest of honour, Maj. Gen. David J. Scott, Director Operations, Strategic Deterrence and Nuclear Integration, HQ USAF Europe
at the Guild's annual Trophies & Awards Banquet held at London's Guildhall last Thursday evening.
GAPAN - The Guild of Air Pilots & Air Navigators
Australia Region, Hong Kong Region, New Zealand Region, North America Region
Some other awards:
The citations are worth reading.
Awarded to 'a member or members of a crew whose outstanding behaviour and action contributed to the saving of their aircraft or passengers.'
Citation:
Shortly after takeoff on 4 November 2010 from Singapore Changi Airport at about 7,000 feet, a loud bang was heard in the cockpit of Flight QF032, followed by indications of a failure to the No 2 engine. It was subsequently discovered that the RR Trent 900 engine’s IP turbine hub had broken into several large pieces which caused significant damage to the wing and to a number of systems of the A380 aircraft. Minor injuries occurred to some people on Batam Island in Indonesia as debris from the aircraft rained down.
The Captain, Richard de Crespigny, held the aircraft at 7,000 feet. It soon became apparent that auto thrust had failed. Indications of No 2 engine overheat, and subsequently of fire, were dealt with but there was no confirmation that the fire extinguisher had discharged. After discharging the second fire extinguisher without confirmation, the engine fire warning was replaced by an overheat warning. A PAN call was made. The Captain placed the aircraft in a holding pattern close to the airport while First Officer Mathew Hicks, dealt with more than 50 messages on the aircraft’s systems monitoring and alert system.
The list was considerable:
The No 2 Engine display showed a ‘failed’ mode, while engines 1 and 4 were in ‘degraded’ mode
The green hydraulic system indicated low pressure and low quantity and the yellow hydraulic system indicated engine 4 pump cautions
AC 1 and 2 electrical bus system indicated failure
Flight controls were in ‘alternate law’
Wing slats were inoperative, spoiler control was reduced and aileron control was partial
There were numerous warnings for landing gear control and brake systems
Autothrust and autoland were inoperative
Error messages for engine anti-ice and air data sensor were displayed
Multiple fuel systems errors including fuel jettison fault and centre of gravity messages were displayed
No 1 engine generator was disconnected
Left wing pneumatic system was leaking
Avionics system overheat warning was displayed
S/O Mark Johnson, went to the cabin and saw that the fin camera display showed a significant fuel leak from the left wing. As the fuel dump and transfer systems were unserviceable, the aircraft was moving towards both longitudinal and lateral out of balance. The Captain decided to land 50 tonnes overweight while the aircraft was still within the C/G limits. After computing several options with different configurations, a landing calculation was found that would permit a landing on runway 20C with a 100m margin.
F/O Mathew Hicks handled an unprecedented array of failures in an aircraft with great systems complexity.
S/O Mark Johnson established voice communications with Qantas engineers in Sydney through a mobile phone after failure of the aircraft’s satellite voice link.
Training Captain David Evans and Captain Harry Wubben, who was undergoing training as a Training Captain, made valuable contributions including visual inspections from the aircraft cabin, communication with cabin crew and passengers and assisting with calculation of overweight landing performance with the damage to multiple systems.
After controllability checks, the Captain commenced a 20nm final approach to runway 20C with the No 4 engine set to the same thrust as the No 1 engine while using only the No 3 engine for thrust control. After the autopilot disconnected twice, the Captain flew the approach manually from 1,000 feet. After touchdown, full reverse thrust was applied to No 3 engine, however, maximum braking could not be applied until the nose wheel had touched the ground. The landing run was completed about 150m from the end of the runway.
After completing shut down checks, the crew were informed by the fire crew that the No 1 engine was still running, even though there was no instrument indication of the engine running. Despite numerous efforts, it proved impossible to shut down the engine by normal means. The fire services were then requested to drown the engine. All the passengers were then disembarked without injury.
For their safe handling of an unprecedented set of failures, sound decision making in an extremely complex emergency and superb handling of an aircraft in extreme circumstances, saving the lives of all on board, the crew of Flt QF032 are awarded the Hugh Gordon-Burge Memorial Award.
The Captain, Richard de Crespigny, held the aircraft at 7,000 feet. It soon became apparent that auto thrust had failed. Indications of No 2 engine overheat, and subsequently of fire, were dealt with but there was no confirmation that the fire extinguisher had discharged. After discharging the second fire extinguisher without confirmation, the engine fire warning was replaced by an overheat warning. A PAN call was made. The Captain placed the aircraft in a holding pattern close to the airport while First Officer Mathew Hicks, dealt with more than 50 messages on the aircraft’s systems monitoring and alert system.
The list was considerable:
The No 2 Engine display showed a ‘failed’ mode, while engines 1 and 4 were in ‘degraded’ mode
The green hydraulic system indicated low pressure and low quantity and the yellow hydraulic system indicated engine 4 pump cautions
AC 1 and 2 electrical bus system indicated failure
Flight controls were in ‘alternate law’
Wing slats were inoperative, spoiler control was reduced and aileron control was partial
There were numerous warnings for landing gear control and brake systems
Autothrust and autoland were inoperative
Error messages for engine anti-ice and air data sensor were displayed
Multiple fuel systems errors including fuel jettison fault and centre of gravity messages were displayed
No 1 engine generator was disconnected
Left wing pneumatic system was leaking
Avionics system overheat warning was displayed
S/O Mark Johnson, went to the cabin and saw that the fin camera display showed a significant fuel leak from the left wing. As the fuel dump and transfer systems were unserviceable, the aircraft was moving towards both longitudinal and lateral out of balance. The Captain decided to land 50 tonnes overweight while the aircraft was still within the C/G limits. After computing several options with different configurations, a landing calculation was found that would permit a landing on runway 20C with a 100m margin.
F/O Mathew Hicks handled an unprecedented array of failures in an aircraft with great systems complexity.
S/O Mark Johnson established voice communications with Qantas engineers in Sydney through a mobile phone after failure of the aircraft’s satellite voice link.
Training Captain David Evans and Captain Harry Wubben, who was undergoing training as a Training Captain, made valuable contributions including visual inspections from the aircraft cabin, communication with cabin crew and passengers and assisting with calculation of overweight landing performance with the damage to multiple systems.
After controllability checks, the Captain commenced a 20nm final approach to runway 20C with the No 4 engine set to the same thrust as the No 1 engine while using only the No 3 engine for thrust control. After the autopilot disconnected twice, the Captain flew the approach manually from 1,000 feet. After touchdown, full reverse thrust was applied to No 3 engine, however, maximum braking could not be applied until the nose wheel had touched the ground. The landing run was completed about 150m from the end of the runway.
After completing shut down checks, the crew were informed by the fire crew that the No 1 engine was still running, even though there was no instrument indication of the engine running. Despite numerous efforts, it proved impossible to shut down the engine by normal means. The fire services were then requested to drown the engine. All the passengers were then disembarked without injury.
For their safe handling of an unprecedented set of failures, sound decision making in an extremely complex emergency and superb handling of an aircraft in extreme circumstances, saving the lives of all on board, the crew of Flt QF032 are awarded the Hugh Gordon-Burge Memorial Award.
The Award was presented by the Master of the Guild, Captain O W 'Wally' Epton, and the guest of honour, Maj. Gen. David J. Scott, Director Operations, Strategic Deterrence and Nuclear Integration, HQ USAF Europe
at the Guild's annual Trophies & Awards Banquet held at London's Guildhall last Thursday evening.
GAPAN - The Guild of Air Pilots & Air Navigators
Australia Region, Hong Kong Region, New Zealand Region, North America Region
Some other awards:
The citations are worth reading.
Surely they where just doing what they are paid ( rather handsomely) to do??
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Surely they where just doing what they are paid ( rather handsomely) to do??
Some readers might be forgiven for thinking you're indulging in that age-old and hugely ingrained Australian trait of "tall poppy syndrome".
Credit where credit's due - in this particular case, this paricular crew brought the badly degraded aircraft back in one piece where many of their colleagues, even those in Qantas, quite possibly would not have.
Surely they where just doing what they are paid ( rather handsomely) to do??
Surely they where just doing what they are paid ( rather handsomely) to do??
where many of their colleagues, even those in Qantas, quite possibly would not have.
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CDRW
Surely, and particularly in these days when professional pilots are too often regarded as just 'numbers', it's right that the profession should acknowledge excellence??
They crew did their job in exceptionally challenging circumstances and succeeded in bringing the stricken aircraft back without loss of life.
The Award is to 'a member or members of a crew whose outstanding behaviour and action contributed to the saving of their aircraft or passengers.'
Judging by the enthusiastic and sustained applause when the crew collected their Award, the 600+ people present (mainly professional pilots - commercial and military) clearly thought they fully deserved it.
Tudor Owen
Warden, Guild of Air Pilots and Air Navigators
Surely they where just doing what they are paid ( rather handsomely) to do??
They crew did their job in exceptionally challenging circumstances and succeeded in bringing the stricken aircraft back without loss of life.
The Award is to 'a member or members of a crew whose outstanding behaviour and action contributed to the saving of their aircraft or passengers.'
Judging by the enthusiastic and sustained applause when the crew collected their Award, the 600+ people present (mainly professional pilots - commercial and military) clearly thought they fully deserved it.
Tudor Owen
Warden, Guild of Air Pilots and Air Navigators
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Surely they where just doing what they are paid ( rather handsomely) to do??
Although the citation acknowledges the challenges they faced and successfully dealt with, I suggest you read Captain David Evans' cool but very detailed description of HOW these guys dealt with this extremely hazardous and unprecedented situation. It is here:
Roger-Wilco | Royal Aeronautical Society interview with Captain David Evans of Qantas
I am in awe of the way they calmly and successfully did their jobs that day. I admire their prowess and I expect this will go down in aviation history as an example of brilliant airmanship by these three primary crew who were ably assisted by the two training captains who were observing them. It will be on a par with the Sioux City DC10, Hudson River A320 but because nobody got any injury it fell from the headines very quickly.
From me it's just ...RESPECT RESPECT RESPECT. Well done guys. You earned a full lifetime worth of pay that day.
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crewmeal, you're being a bit precious. Face it - that crew did a really exceptional job, and I can assure you that quite a few flying the A380 (certainly in my old airline, one of the largest A380 operators) - and even some (gasp! heart be still!) Qantas pilots - would not have done as good a job. As an ex-sim. instructor who has seen many crews struggle, even flounder attempting far less demanding emergencies than that crew had to handle in the real world, I believe you're being unrealistic to say otherwise.
May I join others in saying "well done" to all members of that crew and for being recognised by their peers for doing a truly exceptional job in a situation I'm very glad I was never called upon to deal with in my 42 years of professional flying.
May I join others in saying "well done" to all members of that crew and for being recognised by their peers for doing a truly exceptional job in a situation I'm very glad I was never called upon to deal with in my 42 years of professional flying.
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You are joking? Where I am, this story just seemed to run and run for six months.
I was referring to the general "Joe Public" man or woman in the street. Just try asking any non aviation people how much they know of the near disaster on a Qantas A380 last November, and then ask them about the Hudson River landing. Where I live, they all seem very aware of one but not of the other, that's all I was saying.
The important point is my respect for the excellence of these guys.
Well done to QF032, there was a large element of training and perception but there will also be a huge slice of luck
Other end of the stick would be AF447 where with the same training, perception failed and they did not have the luck
Bring back a wounded bird and the crew deserve all the accolades going
As SLF I want these guys doing the job
Other end of the stick would be AF447 where with the same training, perception failed and they did not have the luck
Bring back a wounded bird and the crew deserve all the accolades going
As SLF I want these guys doing the job
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"Surely they where just doing what they are paid ( rather handsomely) to do??"
Surely this is an excellent opportunity for the profession to generate some wonderful PR on behalf of recruiting, training, paying the good guys what they are really worth; not decrying that this was just a normal day at the office, and what all pax should expect as the norm? Indeed it should be the norm, but sadly, as the profession is on a slippery slope it soon won't be. I can imagine that this could easily have ended up a smoking hole on another day in another place. What I want to see is that this result, in any a/c, is 99% of what happens anywhere, anytime. Sadly I'll have to dream on.
Surely this is an excellent opportunity for the profession to generate some wonderful PR on behalf of recruiting, training, paying the good guys what they are really worth; not decrying that this was just a normal day at the office, and what all pax should expect as the norm? Indeed it should be the norm, but sadly, as the profession is on a slippery slope it soon won't be. I can imagine that this could easily have ended up a smoking hole on another day in another place. What I want to see is that this result, in any a/c, is 99% of what happens anywhere, anytime. Sadly I'll have to dream on.
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CDRW - Surely they where just doing what they are paid ( rather handsomely) to do??
Well done to these guys. 100% Pro's.
BTW how is the "old" bird, has her wing healed yet in Singapore ?.
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Well done
Just out of interest I was trying to track down the history of this award and who was Hugh Gordon-Burge? I've hunted the Interweb and found very little about him.
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Brief death notice for Gordon-Burge
This is a terse notice, but provides some information:
QUOTE
H. K. Gordon-Burge -- We record with regret the death on February 3 [1974] of Hugh Gordon-Burge. Air Safety Adviser to the European Division of British Airways and twice chairman of the United Kingdom Air safety Committee. Mr Gordon-Burge was a senior captain with Aer Lingus from 1946-55, after which he joined the Accident Investigation Branch of what is now the Department of Trade and Industry. he joined British European Airways in 1965.
ENDQUOTE
Source: air france | concorde | 1974 | 0289 | Flight Archive
I would provide a citation, but having troubles navigating the interface.
QUOTE
H. K. Gordon-Burge -- We record with regret the death on February 3 [1974] of Hugh Gordon-Burge. Air Safety Adviser to the European Division of British Airways and twice chairman of the United Kingdom Air safety Committee. Mr Gordon-Burge was a senior captain with Aer Lingus from 1946-55, after which he joined the Accident Investigation Branch of what is now the Department of Trade and Industry. he joined British European Airways in 1965.
ENDQUOTE
Source: air france | concorde | 1974 | 0289 | Flight Archive
I would provide a citation, but having troubles navigating the interface.