ABC Radio Intervew Richard de Crespigny

[MASTEMA]

Ummm, Jimothy

From FCOM

If an emergency causes LAND ASAP to appear in red on the ECAM, the flight crew must land as soon as possible at the nearest suitable airport at which a safe approach and landing can be made.

From ATSB report

QF32 had, among other failures, the following;
- engine #2 fire
- engine #2 failed
- engine #3 alternate mode
- engine #1 and #4 in degraded mode
- GREEN hydraulics low pressure and low quantity
- YELLOW hydraulics engine #4 pump error
- failure of AC electrical busses 1 and 2
- flight controls in alternate law
- wing slats inoperative
- ailerons partial control only
- reduced spoiler control
- landing gear control and indicator warnings
- multiple brake system messages
- engine anti-ice and air data sensor messages
- multiple fuel system messages including fuel jettison fault
- center of gravity messages
- autothrust and autoland inoperative
- #1 engine generator disconnected
- left wing pneumatic bleed leaks
- avionic system overheat

Also from the report; "While the SO walked through the cabin a passenger, also a Qantas pilot, pointed out that pictures from the vertical fin mounted camera suggested a fluid leak from the left hand wing. The SO walked down to the lower deck of the passenger cabin and observed damage to the wing and a fluid leak that appeared to be about 0.5meters wide." While back in the cockpit; “They also believed that engine #1 may have been damaged and discussed a number of concerns regarding fuel imbalances that had been indicated by the ECAM.”

There are quite a few FCOM examples to choose from but this will do;

OPERATING MANUAL
PROCEDURES
ABNORMAL AND EMERGENCY PROCEDURES
FUEL
FCOM AJ → 25 NOV 11
FUEL LEAK
A fuel leak may be detected by:
‐ The sum of FOB and FU is significantly less than FOB atengine start, or is decreasing, or
‐ A passenger observes a fuel spray from an engine/pylon, or a wing tip, or
‐ The total fuel quantity is decreasing at an abnormal rate, or
‐ A fuel imbalance is developing, or
‐ Fuel quantity of a tank is decreasing too fast (leak from engine/pylon, or hole in a tank), or
‐ A tank is overflowing (due to pipe rupture in a tank), or
‐ The Fuel Flow is excessive (leak from engine), or
‐ Fuel is smelt in the cabin.
If visibility permits, leak source may be identified by a visual check from the cabin.
WHEN A LEAK IS CONFIRMED LAND ASAP

Not attempting to second guess here, just trying to piece together the decision process and maybe learn from it.

I also recall an excellent video from CRM training years ago. A Delta 767 had an engine explode on takeoff, crew discharged the agents and the warning went out. When they eventually returned to land the tower observed that the engine and wing was still on fire (magnesium fire). They also delayed desembarking pax even though the danger remained.

The class was very divided on the interesting decision process there also.

Maybe that the A380 is built like a tank or there was some incredible luck involved but I am mostly interested to know to what degree the 'QF culture' at the time, determined Capt RDC's decision process.