What Happened to G-AZLT at Leeds?
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Helen 49 Thanks for that,
The Tristar was GBBAH, I Tink - Molly Mcgreedy Rose?
It landed too high and too fast down R15, well beyond the intersection, The Captain nearly did the same thing again at LGW about 9 months later!!
I have being told that the Captain was a mexican looking Fellow, Who was working on lease to B Airtours.
There was a 'Funny' incident about 14 years ago when a 'russian' 154 don't know which Airline visited LBA and the crew decided to go shopping down at Guiseley's Comet store.
In the end they loaded the 154 to it's limits with fridge freezers, and on departure LBA refused to clear the 154 for a Departure due to the MTOW, So the Captain signed off the clearance himself and they went on their way!!
There was the Aviaco DC9 that left tyre marks in the 'plants' at the end of 15 cemetery end, It departed at night and lifted away well after the loop!!
A BY 732 Posn from Glasgow once landed on R10.
And finally in the LBA hall of fame there was the Virgin 742 pleasure flight that departed on R14, and immediately made a hard right turn above plane tree hill, there were rumours that 'Branson' who was onboard was at the controls??
Regards.
The Tristar was GBBAH, I Tink - Molly Mcgreedy Rose?
It landed too high and too fast down R15, well beyond the intersection, The Captain nearly did the same thing again at LGW about 9 months later!!
I have being told that the Captain was a mexican looking Fellow, Who was working on lease to B Airtours.
There was a 'Funny' incident about 14 years ago when a 'russian' 154 don't know which Airline visited LBA and the crew decided to go shopping down at Guiseley's Comet store.
In the end they loaded the 154 to it's limits with fridge freezers, and on departure LBA refused to clear the 154 for a Departure due to the MTOW, So the Captain signed off the clearance himself and they went on their way!!
There was the Aviaco DC9 that left tyre marks in the 'plants' at the end of 15 cemetery end, It departed at night and lifted away well after the loop!!
A BY 732 Posn from Glasgow once landed on R10.
And finally in the LBA hall of fame there was the Virgin 742 pleasure flight that departed on R14, and immediately made a hard right turn above plane tree hill, there were rumours that 'Branson' who was onboard was at the controls??
Regards.
Byalphaindia
I think you will find that the L1011 was 'AI'.
The Captain of the VC8 which took a Victoria Avenue street lamp out claimed that the glass found on the LBA runway was from a taxiway light at Dublin, he also said that the F/O was flying the aircraft. What he could not explain was that the glass was white [not blue], nor could he offer an explanation concerning the missing street lamp!! Fortunately the wheels hit the lamp shade and not the post!
H49
I think you will find that the L1011 was 'AI'.
The Captain of the VC8 which took a Victoria Avenue street lamp out claimed that the glass found on the LBA runway was from a taxiway light at Dublin, he also said that the F/O was flying the aircraft. What he could not explain was that the glass was white [not blue], nor could he offer an explanation concerning the missing street lamp!! Fortunately the wheels hit the lamp shade and not the post!
H49
There was the Aviaco DC9 that left tyre marks in the 'plants' at the end of 15 cemetery end, It departed at night and lifted away well after the loop!!
Thirteen November 76 was one of those days when LBA was above the freezing fog covering the rest of the UK. I arrived around 14:00, expecting no more than the usual stuff and some joshing wih my fellow spotters, to be advised, I think by Colin Addison, the Aviaco was due as a Brum div. EC CTS duly landed; IIRC so new it was not in CAM. Parked on stand 6 and awaited it's pax arriving by bus.
Departed direct Tenerife off Rw33 c18:00 with 56 sob. Difficult to judge things through the terminal window in the dark but the concensus was it rotated at/shortly after the 10/28 intersection.
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Helen 49, APPOLOGIES for saying it was AH, IT was a long time ago & alot has happened since then!!
Airbanda, As far as I am aware The Aviaco DC9 incident was before the Runway extension at LBA.
As well as the L10 incident, It is a long time ago & I have slept since then!!
You do know that Colin Addison died many years ago do you?
Regards.
Airbanda, As far as I am aware The Aviaco DC9 incident was before the Runway extension at LBA.
As well as the L10 incident, It is a long time ago & I have slept since then!!
You do know that Colin Addison died many years ago do you?
Regards.
Thread Starter
>Thirteen November 76 was one of those days when LBA was above the freezing fog covering the rest of the UK.
This is the "bonkers" thing about LBA - occasionally, it's the only place open, and ends up parking aircraft on taxiways and absolutely everywhere...r
This is the "bonkers" thing about LBA - occasionally, it's the only place open, and ends up parking aircraft on taxiways and absolutely everywhere...r
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AH LBA, my old stomping ground as a youth, I have flown in BMAT from heathrow to LBA (BD412) and the landing was a bit bumpy due to a very turbulent day, the pilot was a Captain Murphy as i recall. I spent the flight sat next to a USAF groundcrewman and really made him feel safe by explaining the aircratf had been rebuilt with the wings of another Viscount after it had slid off the runway we were about to land on, (strange how he was rather quiet after that???) i was there on the day that the tristar went over the edge but missed seeing her go all the way to the end of the runway but some of us in the terminal knew it was going to end in tears. we were releaved it didn't end in fatalities to be honest though as he apeared to come in high and fast. as for the Virgin 747 take off i have some piccies of that as i was stood on the grass airside next to the Yorkshire Light hangar that day. i will try find them and get them posted. anyone here hear of the either Herald or F27 that lost an engine on takeoff and flew down the valley towards Kirkstall, turned towards cookridge and made it back to the runway?. its something i was told about at LBA but never had it confirmed.
I remember Colin Addison, a really nice guy. and a damn good photographer. sorry to hear of his passing.
all the best.
Greg
I remember Colin Addison, a really nice guy. and a damn good photographer. sorry to hear of his passing.
all the best.
Greg
Thread Starter
Much "Viscountness" here, plus more on G-AZLT and "Alidair's Glider", G-ARBY:-
http://www.vickersviscount.net/
r
http://www.vickersviscount.net/
r
>>A BY 732 Posn from Glasgow once landed on R10.
Absolutely right - must have been some sight. I used to work for a time one night a week behind the bar at the aero club and mixed with many to the controllers. On senior controller told me that a Britannia 737-200 definitely landed on R10 (now R09 - over the Tarn). When I asked about the landing he said "well - he sure used it ALL stopping".
Another question for you LBA oldies (long shot...I know):- unusual movements, Aug 1978. One day in this month, there must have been a horse race on somewhere - York perhaps. An ABC Argosy G-BEOZ landed. I was a kid at the time and scrambled up the the airport on my bike & took a few piccies of them unloading what looked like horse boxes. On the way home, a BAF Carvair landed - I have a piccie of it arriving over the raised R33 threshold from Scotland Lane - but I never got the reg
. Anyone recorded the reg? From the livery it must have been either G-ASDC or G-ASHZ. Be great to know so many years later.
Absolutely right - must have been some sight. I used to work for a time one night a week behind the bar at the aero club and mixed with many to the controllers. On senior controller told me that a Britannia 737-200 definitely landed on R10 (now R09 - over the Tarn). When I asked about the landing he said "well - he sure used it ALL stopping".
Another question for you LBA oldies (long shot...I know):- unusual movements, Aug 1978. One day in this month, there must have been a horse race on somewhere - York perhaps. An ABC Argosy G-BEOZ landed. I was a kid at the time and scrambled up the the airport on my bike & took a few piccies of them unloading what looked like horse boxes. On the way home, a BAF Carvair landed - I have a piccie of it arriving over the raised R33 threshold from Scotland Lane - but I never got the reg
. Anyone recorded the reg? From the livery it must have been either G-ASDC or G-ASHZ. Be great to know so many years later.
Last edited by DH106; 16th Mar 2007 at 13:23.
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Midland 331, The cause of the crash of G OHOT at Utoxeter back in 1994 was 'Fuel Contamination'
The Aircraft was on a Freight Flight from EDI - CVT, when all of a sudden over the Midlands one of the 4 Engines stopped!
I cant remember what happened to the other 3 Engines, I Tink they lost 1 more before crashing into a wood outside Utoxeter.
Sadly one of the 2 Pilot's was killed instantly on impact, I the other was in a 'bad' state, and I hope he/she has recovered.
The Aircraft was on a parcelforce contract night flight.
The AAIB found traces of 'Water' in the fuel, and this caused the engines to seize up!
It just showed that even Commercial's can get water contamination just as easy as a C152?
You don't hear about this happening as much nowadays, But you would have thought Vickers would have allowed for this happening on the Rolls Royce Dart Engine.
Regards.
The Aircraft was on a Freight Flight from EDI - CVT, when all of a sudden over the Midlands one of the 4 Engines stopped!
I cant remember what happened to the other 3 Engines, I Tink they lost 1 more before crashing into a wood outside Utoxeter.
Sadly one of the 2 Pilot's was killed instantly on impact, I the other was in a 'bad' state, and I hope he/she has recovered.
The Aircraft was on a parcelforce contract night flight.
The AAIB found traces of 'Water' in the fuel, and this caused the engines to seize up!
It just showed that even Commercial's can get water contamination just as easy as a C152?
You don't hear about this happening as much nowadays, But you would have thought Vickers would have allowed for this happening on the Rolls Royce Dart Engine.
Regards.
Viscount Crash - 25 February 1994
Aircraft Accident Report 3/95
Report on the accident to Vickers Viscount 813, G-OHOT near Uttoxeter, Staffordshire on 25 February 1994
SYNOPSIS
The aircraft, which was engaged on a freight (packages) flight to Coventry, took off from Edinburgh at 1843 hrs in weather conditions of rain and snow. After takeoff, the aircraft climbed in cloud to FL 190, descending again so as to be at FL 180 when crossing the Manchester VOR. During the further descent, at 1932 hrs, still in cloud and approaching FL 150, the No 2 engine failed and the propeller autofeathered. Less than a minute later the No 3 engine started to run down and the crew requested an immediate descent and navigational assistance from ATC radar. At that time the aircraft was 16 nm from Manchester Airport and was descending through FL 140. At 1937 hrs, when unsuccessful attempts had been made to re-start Nos 2 and 3 engines, the crew declared an emergency with Birmingham Airport requested as the diversion. At this time the aircraft was descending through 9,400 feet, some 28 nm from Birmingham and 17 nm from East Midlands. No 2 engine was re-started successfully but, during this process, No 4 engine failed. Despite further attempts to re-start Nos 3 and 4 engines, the remainder of the flight was conducted on the two left-hand engines alone. Throughout this report the term 'engine failure' means an engine that has flamed out as a consequence of ice ingestion.
The aircraft was subsequently unable to maintain height and latterly the commander was unable to control the aircraft in yaw. The aircraft struck the ground and an intense fire consumed the cabin section between the rear of the flight deck and the front of the empennage. The commander did not survive the impact, but the seriously injured first officer was assisted from the flight deck wreckage by two bystanders and taken to hospital. There were no other crew members or passengers.
The following causal factors were identified:
i) Multiple engine failures occurred as a result of flight in extreme icing conditions.
ii) Incomplete performance of the emergency drills by the crew, as a result of not referring to the Emergency Checklist, prejudiced the chances of successful engine re-starts.
iii) Crew actions for securing and re-starting the failed engines, which were not in accordance with the operator's procedures, limited the power available. The drag from two unfeathered propellers of the failed engines and the weight of the heavily iced airframe resulted in a loss of height and control before the chosen diversion airfield could be reached.
iv) Poor Crew Resource Management reduced the potential for emergency planning, decision making and workload sharing. Consequently, the crew had no contingency plan for the avoidance of the forecast severe icing conditions, and also was unaware of the relative position of a closer diversion airfield which could have been chosen by making more effective use of air traffic services.
Two safety recommendations have been made.
Aircraft Accident Report 3/95
Report on the accident to Vickers Viscount 813, G-OHOT near Uttoxeter, Staffordshire on 25 February 1994
SYNOPSIS
The aircraft, which was engaged on a freight (packages) flight to Coventry, took off from Edinburgh at 1843 hrs in weather conditions of rain and snow. After takeoff, the aircraft climbed in cloud to FL 190, descending again so as to be at FL 180 when crossing the Manchester VOR. During the further descent, at 1932 hrs, still in cloud and approaching FL 150, the No 2 engine failed and the propeller autofeathered. Less than a minute later the No 3 engine started to run down and the crew requested an immediate descent and navigational assistance from ATC radar. At that time the aircraft was 16 nm from Manchester Airport and was descending through FL 140. At 1937 hrs, when unsuccessful attempts had been made to re-start Nos 2 and 3 engines, the crew declared an emergency with Birmingham Airport requested as the diversion. At this time the aircraft was descending through 9,400 feet, some 28 nm from Birmingham and 17 nm from East Midlands. No 2 engine was re-started successfully but, during this process, No 4 engine failed. Despite further attempts to re-start Nos 3 and 4 engines, the remainder of the flight was conducted on the two left-hand engines alone. Throughout this report the term 'engine failure' means an engine that has flamed out as a consequence of ice ingestion.
The aircraft was subsequently unable to maintain height and latterly the commander was unable to control the aircraft in yaw. The aircraft struck the ground and an intense fire consumed the cabin section between the rear of the flight deck and the front of the empennage. The commander did not survive the impact, but the seriously injured first officer was assisted from the flight deck wreckage by two bystanders and taken to hospital. There were no other crew members or passengers.
The following causal factors were identified:
i) Multiple engine failures occurred as a result of flight in extreme icing conditions.
ii) Incomplete performance of the emergency drills by the crew, as a result of not referring to the Emergency Checklist, prejudiced the chances of successful engine re-starts.
iii) Crew actions for securing and re-starting the failed engines, which were not in accordance with the operator's procedures, limited the power available. The drag from two unfeathered propellers of the failed engines and the weight of the heavily iced airframe resulted in a loss of height and control before the chosen diversion airfield could be reached.
iv) Poor Crew Resource Management reduced the potential for emergency planning, decision making and workload sharing. Consequently, the crew had no contingency plan for the avoidance of the forecast severe icing conditions, and also was unaware of the relative position of a closer diversion airfield which could have been chosen by making more effective use of air traffic services.
Two safety recommendations have been made.
Ex
LBA bad weather and Viscounts
In the early 1980s I did a day return business trip fom Heathrow to Leeds. During the day the fog came down and by the time I was taken back to LBA about 1700 the flight was cancelled.
They were running round organising a coach to Heathrow when I chanced upon a business contact also sat waiting for it. We both then cancelled our tickets and took a cab off the rank direct to Heathrow T1 car park. Unusually for an airport the poor cab driver seemed never to have driven outside Yorkshire before (except when he had no doubt arrived at LHR from his stereotypical homeland) and kept doing "how much longer" comments like the kids do ! We had to give him part of the fare at an M1 services for fuel. But it was great, we must have got to our cars in the Terminal 1 car park, in the days when you could park there for the day without needing to take out a second mortgage on the house, at least a couple of hours before the coach passengers, and my half of the cab fare was notably less than what we got back on the plane fare later.
They were running round organising a coach to Heathrow when I chanced upon a business contact also sat waiting for it. We both then cancelled our tickets and took a cab off the rank direct to Heathrow T1 car park. Unusually for an airport the poor cab driver seemed never to have driven outside Yorkshire before (except when he had no doubt arrived at LHR from his stereotypical homeland) and kept doing "how much longer" comments like the kids do ! We had to give him part of the fare at an M1 services for fuel. But it was great, we must have got to our cars in the Terminal 1 car park, in the days when you could park there for the day without needing to take out a second mortgage on the house, at least a couple of hours before the coach passengers, and my half of the cab fare was notably less than what we got back on the plane fare later.
another 'off topic'.... ;-)
Any of you 'old time' LBA spotters remember (mid 70's I think) an Aer Turas DC-4 / C-54 which used to come in occasionally over a period.
It had a landing 'incident' on one trip where it apparently burst all of it's main gear tyres on landing and spent quite some time parked on the 'pan' until it was made airworthy again. Looking at Aer Turas's fleet - I think this must have been EI-ARS ?
I have another fond memory as a kid cycling up the now built-over old access road from Scotland Lane. At one point I remember standing on a wall or something to peep over the fence that obscured the old hangar apron (about the position where all the Jet2 aircraft now park on the extended main apron). I was amazed to see a Viscount sitting on it's belly in the process of being scrapped. BEA colours, so G-AOHH or G-AOHK perhaps.
It had a landing 'incident' on one trip where it apparently burst all of it's main gear tyres on landing and spent quite some time parked on the 'pan' until it was made airworthy again. Looking at Aer Turas's fleet - I think this must have been EI-ARS ?
I have another fond memory as a kid cycling up the now built-over old access road from Scotland Lane. At one point I remember standing on a wall or something to peep over the fence that obscured the old hangar apron (about the position where all the Jet2 aircraft now park on the extended main apron). I was amazed to see a Viscount sitting on it's belly in the process of being scrapped. BEA colours, so G-AOHH or G-AOHK perhaps.
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Hi DH106, Thanks for that, Can you remember if the VC8 was in the old or later BEA colours, By the reg sounds like it could have been a 700 srs??
You will remember Northeast VC8'S then on the LHR.
I will try and find out about the Aer Turas on the pan.
As always, LBA is one big secret when it comes to it's past History.
You will remember Northeast VC8'S then on the LHR.
I will try and find out about the Aer Turas on the pan.
As always, LBA is one big secret when it comes to it's past History.
G-AOHH Viscount 802 broken up Leeds 1976
None of the BEA 700s were scrapped.
They all went to other operators
No BEA 800 series Viscounts were withdrawn from service or scrapped until 1975/76
None of the BEA 700s were scrapped.
They all went to other operatorsNo BEA 800 series Viscounts were withdrawn from service or scrapped until 1975/76
Hi BYALPHAINDIA 
The VC8 I saw was definitely in BEA blue stripe/red wings colours which I think was the last BEA livery before the BA colours. I distinctly remember the red wings as I could see the top of them as it sat on it's belly slightly tilted towards me.
Both G-AOHH & HK were series 802's and were scrapped at LBA circa 1976 - although I only saw ONE at the time being scrapped so presumably they were stored/broken up one after the other sometime in 76 rather than together.
Apparently there was a 700 broken up at Leeds, but much earlier in 1970 - G-AVIY, s/n333 of BKS - but this was way too early for my anecdote, I'd only be 5 at that time
The VC8 I saw was definitely in BEA blue stripe/red wings colours which I think was the last BEA livery before the BA colours. I distinctly remember the red wings as I could see the top of them as it sat on it's belly slightly tilted towards me.
Both G-AOHH & HK were series 802's and were scrapped at LBA circa 1976 - although I only saw ONE at the time being scrapped so presumably they were stored/broken up one after the other sometime in 76 rather than together.
Apparently there was a 700 broken up at Leeds, but much earlier in 1970 - G-AVIY, s/n333 of BKS - but this was way too early for my anecdote, I'd only be 5 at that time
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BYALPHAINDIA
The fuel problem is the fact that the water in the C150 remains separated from the fuel whereas jet fuel is hygrosopic
and absorbs the water.
The jet engine is quite capable of handling water in the fuel the problem is that the fuel filters hold the water and at altitude it freezes. The Jet engine filters were much finer than the petrol engine filters
We had this problem on early Darts and the problem was fixed by filter bypass and heating the fuel.
The fuel problem is the fact that the water in the C150 remains separated from the fuel whereas jet fuel is hygrosopic
and absorbs the water.The jet engine is quite capable of handling water in the fuel the problem is that the fuel filters hold the water and at altitude it freezes. The Jet engine filters were much finer than the petrol engine filters
We had this problem on early Darts and the problem was fixed by filter bypass and heating the fuel.
Does anyone else think that the A320 has a bit of a Viscount noise about it?
Last edited by ZeBedie; 26th Nov 2007 at 20:49.
Maybe so but has there ever been an engine with a more distinctive sound than the Dart?
I can still hear in my mind the distinctive noise of a Viscount winding up to takeoff power. Quite loud, and so distinctive - no turboprop these days gets even close. They all seem to be very low pitched by comparison.
I'm fairly sure that several of the BKS V700s were scrapped on the 'old apron' at LBA....as stated above, down where Jet 2 park these days....or for those who remember just east of the YTV hangar where their Jet Ranger lived for a number of years. Their pilot was a John Leeson who eventually went off to operate an air museum/air park down in the West Country. There was also the B170 which lived on the eastern airfield boundary in the mid 60s just south of the old 28 threshold.......failed to pay outstanding debts and was eventually scrapped in that location!
The violin's out now!
H49
The violin's out now!
H49
Hi Helen
Didn't know a B170 used to live at LBA - I only really came 'on scene' in the mid 70's.
Can you remember the Aer Turas DC-4 I mentioned above? It really stuck out to me as everything at that time was Viscounts/F27s/748s with the odd Herald. And Aer Lingus were the only jet operator with a handfull of 737s to Dublin per week (1-11 on Sunday if I remember right)
Didn't know a B170 used to live at LBA - I only really came 'on scene' in the mid 70's.
Can you remember the Aer Turas DC-4 I mentioned above? It really stuck out to me as everything at that time was Viscounts/F27s/748s with the odd Herald. And Aer Lingus were the only jet operator with a handfull of 737s to Dublin per week (1-11 on Sunday if I remember right
)
In the days when Aer Turas had the DC4 it used to do a lot of stand-in work for UK airlines, given there wasn't a lot of work available at Dublin for it. Cambrian Airways were a regular charterer among others. Presumably it turned up at Leeds for the same reason.
Regarding the noise from Dart-powered aircraft, I would have thought the noise came from the prop tips rather than the engine. Did it have a notably high RPM to account for the high pitch ? And yes, an A320 descending overhead does seem to have a very similar sound sometimes.
Regarding the noise from Dart-powered aircraft, I would have thought the noise came from the prop tips rather than the engine. Did it have a notably high RPM to account for the high pitch ? And yes, an A320 descending overhead does seem to have a very similar sound sometimes.