Jet airways v low after takeoff at LHR
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And talking of classic jests from ATC, this clip has many classics in it, like:
"there goes the vodka burner"
"you're going to have to go faster than that captain"
"I hope I have enough film left to film the crash"
Ill-76 at Canbera. If you have not seen it before - enjoy:
The link is here:
http://www.youtube.com/watch?v=d7q3j69-SHM
https://www.youtube.com/watch?v=d7q3j69-SHM
Last edited by silverstrata; 7th Oct 2016 at 19:13.
Birmingham was always good for hedge-clipper take-offs before the runway extension. The Wardair 747 on a humid Summer's day in the 80s was always entertaining as was a 737-200 heading to the Canaries.
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I remember reading license plates on cars on Le Jeune Road while taking off on 27R in Miami on a summer day with Caribbean hand luggage onboard.
Some of the 727's had the small -7A engines and 'hand luggage' wasn't reflected on the weight and balance. For competitive reasons our ground staff wouldn't police the carryons much. Folks would bring small refrigerators, TV sets, tools and other stuff to take home to the islands. They knew that if it didn't fit in the overhead or under the seat it would be tagged at the gate and put in the hold. And not counted as excess baggage for the pax or the paperwork.
An even shallower climb gradient was displayed by the cargo DC-4's and DC-6's headed southward. They would take a turn to miss buildings on the beach and gradually struggle to an initial altitude over the water.
The newer jet twins have a lot more performance margin but seemingly hug the runway nostalgically when derated takeoffs are done. I've sure had my doubts looking at the runway remaining at V1.
Some of the 727's had the small -7A engines and 'hand luggage' wasn't reflected on the weight and balance. For competitive reasons our ground staff wouldn't police the carryons much. Folks would bring small refrigerators, TV sets, tools and other stuff to take home to the islands. They knew that if it didn't fit in the overhead or under the seat it would be tagged at the gate and put in the hold. And not counted as excess baggage for the pax or the paperwork.
An even shallower climb gradient was displayed by the cargo DC-4's and DC-6's headed southward. They would take a turn to miss buildings on the beach and gradually struggle to an initial altitude over the water.
The newer jet twins have a lot more performance margin but seemingly hug the runway nostalgically when derated takeoffs are done. I've sure had my doubts looking at the runway remaining at V1.
PIA 747-100s had a bit of history at LHR as I recall, one losing an engine depating to the east and really struggling over Heston Hounslow Acton area -Iseem to recall there was beacon at Kilburn in those days that easterly depatures to N and East passed over .
Going the other way , and I may be mistaken about PIA here, buit a 747 off the 28/27s lost an engine on take off and seriously struggled to get over Surrey Hill to the NE of Camberley- topped with a 300+ foot high BT tower too.
others may have clearer recollection of these events but back in the day 'low flying' aircraft were not uncommon, and thats without aged piston props that really did need the curvature of the earth to climb and a clearway of about 20 miles -well sort of
Going the other way , and I may be mistaken about PIA here, buit a 747 off the 28/27s lost an engine on take off and seriously struggled to get over Surrey Hill to the NE of Camberley- topped with a 300+ foot high BT tower too.
others may have clearer recollection of these events but back in the day 'low flying' aircraft were not uncommon, and thats without aged piston props that really did need the curvature of the earth to climb and a clearway of about 20 miles -well sort of
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that really did need the curvature of the earth to climb and a clearway of about 20 miles
Performance was always better with a westerly wind as the 'curvature' came towards you quicker than with an easterly direction takeoff.
Ah them's were the days. No perf A. Yank it off the ground and flattened it out to get above VMCA ASAP. Then breath a sigh of relief, again.
Performance was always better with a westerly wind as the 'curvature' came towards you quicker than with an easterly direction takeoff.
Ah them's were the days. No perf A. Yank it off the ground and flattened it out to get above VMCA ASAP. Then breath a sigh of relief, again.
I recall years ago an orange coloured 747 Classic going stateside from 26 at LGW, losing an engine, not following the emergency turn and having a interesting encounter with Russ Hill.
Brings back some great memories Airbubba DC-4s, Dc-6s and even the odd Connie still in the mid 70s and early eighties. By gum, them were the days lad 
It certainly didn't advocate an "emergency turn" at low altitude with one engine out at MTOW ...
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I blame the ground controller for that one! I was working in the tower that day, and the PIA was insistent upon using 10L for departure due the extra length vs the usual easterly departure runway of 10R. As the PIA got somewhere adjacent to block 16 with all wheels firmly glued to the runway the ground controller said words to the effect of "interesting if he got an engine failure now" immediately followed a lots of orange flames and burning grass! He got airbourne and "climbed" (I use the term loosely) straight ahead for many miles before getting enough speed to turn. Luckily the fire was suppressed or there would have been quite a mess over Cranford / Hounslow.
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An even shallower climb gradient was displayed by the cargo DC-4's and DC-6's headed southward out of MIA. They would take a turn to miss buildings on the beach and gradually struggle to an initial altitude over the water.
Was there not the case some years ago of such a 'prop cargo plane' losing thrust on 1 engine after takeoff and not being able to climb, so they dumped it in the sea just off the beach. I read they were in the dinghy and on the sand before the services arrived to see the fin sticking out of the water and the a/c resting on the bottom.
Long before Sully.
Was there not the case some years ago of such a 'prop cargo plane' losing thrust on 1 engine after takeoff and not being able to climb, so they dumped it in the sea just off the beach. I read they were in the dinghy and on the sand before the services arrived to see the fin sticking out of the water and the a/c resting on the bottom.
Long before Sully.
Freight Dog 2000:
"not following the emergency turn"
I don't think you realise that in those days the FAA did not allow an emergency turn in the first 1500 feet of the Net Flight Path (I don't know if that has changed).
The CAA allowed such a procedure provided that the bank angle did not exceed 15 degrees.
So, as a DC-10 captain with Fred I could lose an engine on take off from 26 at Gatwick, turn gently 10 degrees to the left or so, avoid Russ Hill and clean up on the new heading. This enabled all the UK operators coming out of Gatwick to take off at a much higher weight.
And so it was that I discovered when later flying an ex-Laker DC-10, now on the N-register, that my take off weight from 26 at Gatwick was much reduced because the emergency turn was not allowed and I had (in theory at least) to grit my teeth and head for Russ Hill.
Whether I would have done just that you shall never know.
"not following the emergency turn"
I don't think you realise that in those days the FAA did not allow an emergency turn in the first 1500 feet of the Net Flight Path (I don't know if that has changed).
The CAA allowed such a procedure provided that the bank angle did not exceed 15 degrees.
So, as a DC-10 captain with Fred I could lose an engine on take off from 26 at Gatwick, turn gently 10 degrees to the left or so, avoid Russ Hill and clean up on the new heading. This enabled all the UK operators coming out of Gatwick to take off at a much higher weight.
And so it was that I discovered when later flying an ex-Laker DC-10, now on the N-register, that my take off weight from 26 at Gatwick was much reduced because the emergency turn was not allowed and I had (in theory at least) to grit my teeth and head for Russ Hill.
Whether I would have done just that you shall never know.
