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Neither, and it wasn't anything like that. But believe what you want. |
How about the Qantas B767 who was preparing to ditch because the wx was below limits in Perth a few years back. Cooler heads in SYD prevailed and he did a auto land. Was a 330 wasn't it??? Fox Alpha 18, there actually was an A330 that landed in PH with FG below minima- SY too a year or so earlier. Ditching wasn't considered an option in either case. If you want something a little more credible then stick with the 747 that missed out on a NDB approach diverting into YPLM and then did a let down over water before doing a scud run to get back to the field. |
I thought of another couple....
The Ansett B747 on it's first flight that dumped too much fuel and had to land on it's first approach even though it didn't have a nose wheel. Wheelbarrow all the way down the Sydney runway. The F28 that was caught out during either fog or cyclone at Broome/Derby and wound up landing at Fitzroy Crossing after dark (no lights) the runway being lit by locals with their 4Wds!! Apparently flamed out as it crossed the boundary fence. The Pan Am B747SP that flamed out on the runway at Sydney after a flight from LAX. |
I can't find any reference in the CX/QF report of the Cathay flight settling back but it contains eyewitness accounts of how close they came. I can't get over this incident and the triple near miss fading from aviation memory. I have no memory of either. If any of these jets had hit they wouldn't have been forgotten even for 100 years. The only serious accidents I remember at Sydney Airport were an Ansett Viscount going down in a storm and the Advance commuter crash in 1980 because I was in a hospital waiting room watching the news waiting for worse news about a relative who died after a car crash earlier in the day.
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Has someone mentioned the AN A320 near miss with a Thai aircraft during LAHSO ops in the early '90s?
On Monday 12 August 1991, at 1023 hours Eastern Standard Time (EST), a McDonnell Douglas DC-10 Series 30ER aircraft (DC-10) operated by Thai Airways International was landing on runway 34 at Sydney (Kingsford Smith) Airport. The DC-10 was carrying 185 persons. At the same time, an Airbus A320-211 aircraft (A320), operated by Ansett Australia was on a short final approach for landing on runway 25. The A320 was carrying 110 persons. Runways 34 and 25 intersect, and Simultaneous Runway Operations (SIMOPS) were in progress. Landing instructions to the crew of the DC-10 included a requirement for the aircraft to be held short of the intersection of runways 34 and 25. A Qantas Airways Boeing B747 aircraft was holding on taxiway Victor ('V'), north of runway 25 and west of runway 34, awaiting the landing of the A320 and a subsequent clearance to cross runway 07/25. The B747 was carrying 372 persons. While observing the DC-10's landing roll, the captain of the A320 judged that the DC-10 might not stop before the intersection of the runways. He elected to initiate a go-around from a low height above the runway. Under heavy braking, the DC-10 slowed to about 2 kts ground speed, at which time the nose of the aircraft was approximately level with the edge of runway 07/25. During the go-around executed by the crew of the A320, that aircraft passed above the DC-10 on its left and the B747 on the right of its flight path. |
Yeah that was in the Kyle blog but he says because nothing slammed into anything it didn't count. I don't know about that. The CX jumped over the QF incident and this are as scary to me as the Emirates incident for sure. Just imagine if any of them had touched.
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Ben was not the originator of the comment actually.
It came from an investigator investigating the incident. So I heard :ok: GG |
I must be an old fella because I clearly remember Pan Am Jet at YSSY as a 747.
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during an instrument app in bad wx, they lined up on a well lit road due to a large map shift |
And the one that gave us TCAS...."do you have any idea what you have just done?"...strangely enough it's not on the ATSB database, yet the investigation is mentioned in the Senate (IR950117) :confused:
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The worst ever involving a Australian reg. aircraft, has to come close to the Qantas Connie, who in the early 60s thundered down the runway only to burst into flames, and somehow the cabin crew lead by FSD Pat McGann got all pax out in something like 50 secs, the aircraft was under command of Capt. Alan Wharton, who also got the flight crew out in around the same time. The aircraft was totally destroyed, and the accident took place in Teneriffe, Canary Islands. Both Wharton and Mcgann received a gong. ( It always amazes me how QF manage to forget this little "incident' when reporting their safety record, and or lack of prangs.
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The Connie 1049 accident occurred at Plaisance, Mauritius.
The Pan Am into the swamp in Sydney was a B707 300. I was sitting on the hill having my dinner and watched it happen.I still have the photos of the Boeing crash team repairing the aircraft in Hangar 131 and I made a lot of overtime shovelling swamp mud out of Lower41 prior to Boeing's arrival. And then there was the DC10 which during morning peak hour overan to the east and ended up in the boundary fence with the nose over General Holmes Drive in about 1970 . Others that also come to mind are both B707 and B747 gear collapses at Syd terminal during pushback and or fuelling. If they had failed during takeoff---well??? |
So after reading through this thread with white knuckles it seems like the reporter was right all along, the worst non fatal accident (as in ding, crunch) was the Emirates one at Melbourne with around 250 people on board. I can tell you it has quenched my desire to board another of their flights.
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At Ansett in the 70's I remember reading an internal incident report from a B727(?) Captain that said words to the effect "If you use the International DME approach plate for xx at Cairns while using the Australian DME you will hit the summit of XXXX exactly 250 ft below the summit". - his F/O had made a slight mistake.
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The records of the ATSB (and its predecesors) and its worldwide counterparts, are littered with nearlies and what might have beens.
Those same records also contain the instances where the lessons of the nearlies and what might have beens have been either ignored or not understood. There are also those reports that have had a beneficial outcome as well. Sandilands contention is neither right or wrong just cleverly constructed wordsmithing.:suspect: |
Qantas Super Connie crash at Mauritius.
The Qantas Super Connie which ran off the end of Rwy 13 after a failed abort attempt was VH-EAC "Southern Wave" under the command of Capt E. Ditton. The aircraft No 3 engine did not develop full power and VH-EAC did not accelerate as it should have, which invalidated the computed V1. The engine problem was not called immediately it became evident (called at 112 Kts) and the abort was initiated very close to V1 of 115 Kts. The investigation found the late call of the engine failure to develop rated power and the delay in application of full brakes and available reverse thrust contributed to the overrun and subsequent loss of the aircraft. Head of the enquiry, Jim Brough, cited inadequacies in both training and operational procedures as contributory causes. Much the same findings followed the Bangkok Qantas B747-400 overrun. Something in excess of $1 Million in repairs to save the hull loss has been mentioned in other forums. As is sometimes said "The more things change the more they stay the same"
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My apologies if I got it a bit wrong, but my info came from Pat McGann himself. As we had a few turps when he talked about it, it got lost in a haze of some excellent whisky and the march of time. I could have sworn the aircraft was under the command of Alan Wharton, and certainly Pat was the FSD. Pat and the Captain got a gong as stated before, and Pat went on to be a QF icon, better known as "Budgie" he was considered to be one of the most admired QF employees of all time. Best mate to many a pilot and cabin crew member, he ran a tight but fair ship. With a heart of gold, Pat "up the track" gave advice to the "love lorn" to the distressed, to the bereaved, and all the other ails that beset airline crews. He was known for putting his hand in his pocket to help others if need be, and of course was best known for starting Qantas Pathfinders (a charity that still runs to this day). Awarded the OA for his services to Charity, Aviation, and to Qantas Airways, he was and still is a special bloke. His feat of getting PAX out of the aircraft that day went down in the history of aviation, setting all time records, (especially as some ladies refused to go without their handbags and womens stuff) Pat physically threw them out, indeed a icon, and belongs, and should be installed, in QF's hall of fame.:D
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Gerry Hattrick. There were 2 Pan Am incidents at SYD, A B707 and a B747.
The B707 ingested a number of birds on T/O. Investigation revealed the a/c was slightly over weight due to an incorrect fuel SG and the brakes were not up to scratch. The B747 over-run was attended by the firees who encountered a Captain shouting obscenities from the window saying he was going to taxy the a/c out of the over-run. |
Pat McGann
teresa green I have no doubt of the validity of your claims in support of FSD Pat McGann. My info regarding who was in command comes from a couple of sources including http://casa.gov.au/fsa/2000/jan/page49.pdf which indicates Capt E. Ditton was in command. Qantas indeed does have an enviable record, however the long held belief that they have never had a fatal crash, nor lost a hull, are the stuff of urban myths. Qantas can justifiably claim to have never lost a jet hull although they came very close in Bangkok. My point was that the enquiry in both the Connie and the B744 accidents cited inadequacies in training and operational procedures as contributory factors, although the accidents were about 40 years apart. The full report on the Bangkok accident should be required reading for all airline pilots.
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What about the Qantas Drover that was lost in Milne bay and I believe a Beaver was also lost up in the Highlands.
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