QF A380 crew honoured
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QF 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).
L-R: Maj Gen D J Scott, S/O Mark Johnson, Check Captain Harry Wubben, Captain Richard de Crespigny (PIC), Captain O W Epton (Master of the Guild)
(Captain de Crespigny received the certificates on behalf of F/O Mathew Hicks and Senior Check Captain David Evans)
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
Awarded to 'a member or members of a crew whose outstanding behaviour and action contributed to the saving of their aircraft or passengers.'
L-R: Maj Gen D J Scott, S/O Mark Johnson, Check Captain Harry Wubben, Captain Richard de Crespigny (PIC), Captain O W Epton (Master of the Guild)
(Captain de Crespigny received the certificates on behalf of F/O Mathew Hicks and Senior Check Captain David Evans)
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 F/O 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 F/O 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
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Richard and all, well done. I hope I never have to handle something like this...................for I hate wearing a Tuxedo.
Enjoy London, looks like you are going a lot of time for sight seeing.
Enjoy London, looks like you are going a lot of time for sight seeing.
A real shame they were hampered to attend this event for qantas by qantas. Still I did like the line, "IF you want to go, bid for the appropriate trip. Ooh what bidding didn't work out, aah well stiff sh&t."
That's the spirit that Alan wants.
Despite the hurdles placed in front of them to represent qantas by qantas, well done to the gentlemen.
That's the spirit that Alan wants.
Despite the hurdles placed in front of them to represent qantas by qantas, well done to the gentlemen.
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Job well done
Congratulations gentlemen.
The magnificent job you guys did is what aviation is about.
The story behind what you guys achieved that day is commensurate with what makes Qantas,,Qantas.
No spin doctoring, corporate greed, disconnected or f
d management can take away what you guys managed to pull off that day.
You guys contributed to saving an airline at the same that your CEO and Board fd the airline. Ironic indeed. Sadly one day Pilots and frontline people of your calibre may not be around to save the airlines ass.
Sorry to digress. Again gentlemen, this is your day, your award, you alone were the champions on November 4. Well done
The magnificent job you guys did is what aviation is about.
The story behind what you guys achieved that day is commensurate with what makes Qantas,,Qantas.
No spin doctoring, corporate greed, disconnected or f
d management can take away what you guys managed to pull off that day. You guys contributed to saving an airline at the same that your CEO and Board f
d the airline. Ironic indeed. Sadly one day Pilots and frontline people of your calibre may not be around to save the airlines ass.Sorry to digress. Again gentlemen, this is your day, your award, you alone were the champions on November 4. Well done
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NEWSFLASH !!
This just in from Singapore !
Apparently the reason for a certain incident has been uncovered.
An extremely EVIL, CUNNING, DISPICABLE Demon has been uncovered as the cause of a very major incident of a commercial airframe within the last 12 months.
To those whom have experience with these evil corporate raiders who bring nothing but shame, greed, malice and vindictiveness to anything they touch - you will be well schooled in what these evil demons can do.
Rest assured that in contrast to corporate greed, there remain pilots and engineers that guard against the presence and proliforation of these evil demons.
I'm told that the airframe in question should now be "right as rain" and will no longer be subject to evil episodes. Not sure who owns the airframe or what type it is....
This is but one "Stain" that has been removed by those who care - apparently a few more stains are lined up. Do not underestimate the power or resolve of those who love and have a vested, long running interest in what they do for a living - an interest that extends a lot further than an ego serving 'signing' of a lump of aluminium. Your "ego" has been erased from this particular spot as easy as pie - WE know where your skeletons lie !!
Going........
Goooo....ooo....oooing
Gooooooonnnnnne ( and reprotected as per correct procedure )
Well done boys up north - a small yet symbolic step to crush/erase the greed and avarice of arrogant mis-management.
May she fly straight and true for ever more! (and hopefully NOT in an orange skirt)
.
This just in from Singapore !
Apparently the reason for a certain incident has been uncovered.
An extremely EVIL, CUNNING, DISPICABLE Demon has been uncovered as the cause of a very major incident of a commercial airframe within the last 12 months.
To those whom have experience with these evil corporate raiders who bring nothing but shame, greed, malice and vindictiveness to anything they touch - you will be well schooled in what these evil demons can do.
Rest assured that in contrast to corporate greed, there remain pilots and engineers that guard against the presence and proliforation of these evil demons.
I'm told that the airframe in question should now be "right as rain" and will no longer be subject to evil episodes. Not sure who owns the airframe or what type it is....
This is but one "Stain" that has been removed by those who care - apparently a few more stains are lined up. Do not underestimate the power or resolve of those who love and have a vested, long running interest in what they do for a living - an interest that extends a lot further than an ego serving 'signing' of a lump of aluminium. Your "ego" has been erased from this particular spot as easy as pie - WE know where your skeletons lie !!
Going........
Goooo....ooo....oooing
Gooooooonnnnnne ( and reprotected as per correct procedure )
Well done boys up north - a small yet symbolic step to crush/erase the greed and avarice of arrogant mis-management.
May she fly straight and true for ever more! (and hopefully NOT in an orange skirt)
.
Nah....Hicksy!!!!! 
At least we'd have no doubt where we stood if he was CEO!
At least we'd have no doubt where we stood if he was CEO!
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Well done guys, pity you don't run the company, certainly some leadership and common sense is badly missing. How good it would be to go back to the days when pilots had a big say, not bean counters. You deserve every bit of praise you get. All the best.
Congrats to the crew on the award, they deserve it, but there were 5 of them on the flight deck.
Have Airbus done a sim to see how two pilots would cope in the same situation?
Have Airbus done a sim to see how two pilots would cope in the same situation?
Bottums Up
G'day Me Myself
On the other R&N, there's another thread re the A380 Crew Award. In it there's a link to the Royal Aeronautical Society, and an interview with Capt David Evans, on the topic of the engine failure and the crew's subsequent handling of it.
Part of the article Roger-Wilco | Royal Aeronautical Society interview with Captain David Evans of Qantas (my bolding) states:
I wouldn't suggest the the crew of the day were the only one's that could have successfully managed the situation but it's a fair bet that there would be some who wouldn't. Though not a Qantas pilot, hopefully I'm amongst the former not the latter.
They have andguess what ?? They survived.
Part of the article Roger-Wilco | Royal Aeronautical Society interview with Captain David Evans of Qantas (my bolding) states:
He (Evan's) also says that later they tried to recreate the whole incident in the simulator but couldn’t! Which only goes to show that, however good the simulator training, it is never quite like the real thing.
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1a sound assleep
when I joined this once great and proud company the CEO[dont think he was called that]was a captain....and would be proud again to have one as a CEO....aussie of course.....the rim