10 greatest emergency landings?
George Errington, another Handley Page test pilot, conducting load and C of G tests on the Dart Herald, came to grief. Happened when the C of G was so far forward that George ran out of up elevator coming over the fence, so that the Herald slammed onto the ground with such force that both engines and their mounts were left hanging down at extreme angles.
When George retired he was farewelled by the company and his mates in style. Don't know about the gold watch but he was presented with a beautifully made representation of a ship's telegraph mounted on a fine wooden base. And to what command was the indicator fixed?
FINISHED WITH ENGINES
When George retired he was farewelled by the company and his mates in style. Don't know about the gold watch but he was presented with a beautifully made representation of a ship's telegraph mounted on a fine wooden base. And to what command was the indicator fixed?
FINISHED WITH ENGINES
"Finished with Engines"
Fantome,
I don't think that was George Errington - he was killed in 1966 when the Trident he was test flying with Peter Barlow failed to recover from a deep stall.
I suggest it was Ron Clear test flying an Airspeed Ambassador.
I don't think that was George Errington - he was killed in 1966 when the Trident he was test flying with Peter Barlow failed to recover from a deep stall.
I suggest it was Ron Clear test flying an Airspeed Ambassador.
Join Date: Mar 2006
Location: West Sussex
Posts: 1,771
Likes: 0
Received 0 Likes
on
0 Posts
Deep Stall
Spekesoftly,
Quite right.
George Errington had, some might say, an unhealthy fascination with stalling, until he tried it one day in the Trident, taking his flight test team with him.
He was mainly an Airspeed Test Pilot, along with Ron Clear & Bob Milne, as far as I know.
Quite right.
George Errington had, some might say, an unhealthy fascination with stalling, until he tried it one day in the Trident, taking his flight test team with him.
He was mainly an Airspeed Test Pilot, along with Ron Clear & Bob Milne, as far as I know.
Join Date: Oct 1999
Location: UK
Posts: 334
Likes: 0
Received 0 Likes
on
0 Posts
Another military one - In the 60s or 70s Flt Lt Dick Schuster landed a Canberra in Singapore after the explosive collars designed to sever the elevator and aileron control rods in the event of ejection fired by themselves. He got a well deserved AFC.
How about the two B-17's that collided on the way home from Hamburg...got stuck together as a very tight formation stacked vertically...the lower one on fire....and ultimately crash landed in a field.
Two B-17s Collide And Stick Together in Flight
Two B-17s Collide And Stick Together in Flight
Can't see how you could leave this one out, Wilco -
Title: The 65th Anniversary of the Piggyback Ansons
September 29, 1940 found LAC Jack Hewson flying an Avro Anson and enjoying the exhilaration that only command can bring. His assignment was a cross-country exercise that had begun at Wagga Wagga a RAAF training airfield in New South Wales, Australia.
Ahead lay the tiny sleepy township of Brocklesbury - he was spot on course. The day was one of glory with an azure sky and unlimited visibility. Yet, disaster lay but a heart beat away! Above him another Anson, commanded by LAC Leonard "Lenny" Fuller, gradually reduced height to his assigned altitude of 3000 feet. With Jack's Anson in his blind-spot he pancaked onto the lower plane and stuck fast.When Jack felt the collision he applied full-power, locked the controls with a spare harness, then he gave the order to abandon aircraft. LAC Hugh Frazer, a crew member, managed to push a parachute through the squashed flight deck entrance before he jumped. Jack struggled into the parachute then, in a daze, smashed the fractured Perspex that obstructed his escape and after what seemed an eternity thrust his way out of his doomed plane. He crawled past the screeching over-boosting port Cheetah 1X engine and slid along the buckled wing. As he fell away Jack breathed a sigh of relief he was still some 900 feet above the ground and had ample space for his chute to open. Then his exaltation turned to dismay as he realised in the confinement of his battered cockpit he had incorrectly buckled the chute harness. Hurling towards the ground he calmly sorted it out and pulled the ripcord. Left with a bare 100 feet of altitude the chute only partly opened - he struck the ground with sickening force.
Meanwhile, Lenny, realising that Jack's remarkably perceptive action of selecting full power had compensated for the weight of his colleague's plane, had quickly regained control. Gradually he reduced power to descend at 200 feet/minute. At 500 feet the over boosted engines of the Jack's plane seized and the locked planes hurled towards the ground. As Lenny slammed open his throttles he saw his rate-of-descent was above 2000 feet/minute. Just as they were about to hit the screeching tortured engines, assisted by ground-effect, returned the rate-of-descend to zero - Lenny slowly pulled back the throttles and turned off the fuel. He found himself hoping there would be no explosion or fire. The plane touched down like a feather. He had performed a remarkable feat of airmanship that became known as the piggyback (pickaback) Ansons.
Jack spent the next five months in hospital where his broken back gradually mended - he resumed flight duties at the beginning of March 1941. With a little over 300 hours he was sent to the Instructors Course at the CFS at Camden, then on to 10 EFTS at Temora as a flying instructor - much to his disgust. He remained at Temora until the end of August 1942 when he was posted to 1 SFTS instructing on Oxfords. He finished the war as a C-47 captain with 38 Squadron.
This WW11 veteran was born on August 11, 1921. He gained his 'A' Flying Licence at Newcastle Aero Club on July 27, 1939 and was accepted into the RAAF on April 29, 1940. He began his RAAF flying training under Allan Clancy on April 30 at Mascot with 4 EFTS flying DH-60s. When he left the RAAF in February 1946 he had logged a total of 2,473 hours.
Jack Inglis Hewson died in a motor accident on March 26, 1963 and the light went out for his beloved wife Peg, and sons Allan and John.
(I am indebted to the Hewson Family for the splendid photographs. Especially, I thank John for his comprehensive outline of the event and again later for his suggestions to enhance the story. Chic Eather ©)
Google Piggyback Ansons for more.
Title: The 65th Anniversary of the Piggyback Ansons
September 29, 1940 found LAC Jack Hewson flying an Avro Anson and enjoying the exhilaration that only command can bring. His assignment was a cross-country exercise that had begun at Wagga Wagga a RAAF training airfield in New South Wales, Australia.
Ahead lay the tiny sleepy township of Brocklesbury - he was spot on course. The day was one of glory with an azure sky and unlimited visibility. Yet, disaster lay but a heart beat away! Above him another Anson, commanded by LAC Leonard "Lenny" Fuller, gradually reduced height to his assigned altitude of 3000 feet. With Jack's Anson in his blind-spot he pancaked onto the lower plane and stuck fast.When Jack felt the collision he applied full-power, locked the controls with a spare harness, then he gave the order to abandon aircraft. LAC Hugh Frazer, a crew member, managed to push a parachute through the squashed flight deck entrance before he jumped. Jack struggled into the parachute then, in a daze, smashed the fractured Perspex that obstructed his escape and after what seemed an eternity thrust his way out of his doomed plane. He crawled past the screeching over-boosting port Cheetah 1X engine and slid along the buckled wing. As he fell away Jack breathed a sigh of relief he was still some 900 feet above the ground and had ample space for his chute to open. Then his exaltation turned to dismay as he realised in the confinement of his battered cockpit he had incorrectly buckled the chute harness. Hurling towards the ground he calmly sorted it out and pulled the ripcord. Left with a bare 100 feet of altitude the chute only partly opened - he struck the ground with sickening force.
Meanwhile, Lenny, realising that Jack's remarkably perceptive action of selecting full power had compensated for the weight of his colleague's plane, had quickly regained control. Gradually he reduced power to descend at 200 feet/minute. At 500 feet the over boosted engines of the Jack's plane seized and the locked planes hurled towards the ground. As Lenny slammed open his throttles he saw his rate-of-descent was above 2000 feet/minute. Just as they were about to hit the screeching tortured engines, assisted by ground-effect, returned the rate-of-descend to zero - Lenny slowly pulled back the throttles and turned off the fuel. He found himself hoping there would be no explosion or fire. The plane touched down like a feather. He had performed a remarkable feat of airmanship that became known as the piggyback (pickaback) Ansons.
Jack spent the next five months in hospital where his broken back gradually mended - he resumed flight duties at the beginning of March 1941. With a little over 300 hours he was sent to the Instructors Course at the CFS at Camden, then on to 10 EFTS at Temora as a flying instructor - much to his disgust. He remained at Temora until the end of August 1942 when he was posted to 1 SFTS instructing on Oxfords. He finished the war as a C-47 captain with 38 Squadron.
This WW11 veteran was born on August 11, 1921. He gained his 'A' Flying Licence at Newcastle Aero Club on July 27, 1939 and was accepted into the RAAF on April 29, 1940. He began his RAAF flying training under Allan Clancy on April 30 at Mascot with 4 EFTS flying DH-60s. When he left the RAAF in February 1946 he had logged a total of 2,473 hours.
Jack Inglis Hewson died in a motor accident on March 26, 1963 and the light went out for his beloved wife Peg, and sons Allan and John.
(I am indebted to the Hewson Family for the splendid photographs. Especially, I thank John for his comprehensive outline of the event and again later for his suggestions to enhance the story. Chic Eather ©)
Google Piggyback Ansons for more.
Last edited by Fantome; 11th Feb 2009 at 09:19.
Join Date: Feb 2009
Location: Boston
Age: 73
Posts: 41
Likes: 0
Received 0 Likes
on
0 Posts
Not sure if this one has been posted yet or not, but I recall it was pretty amazing
In May 1988, a more serious incident occurred as TACA Flight 110 from Belize to New Orleans, Louisiana, was descending to land. This 737 was passing through a series of thunderstorms when it suffered a double flameout. The engines had been throttled back for landing so the internal heat was minimal. The storm was strong enough that the engines ingested heavy rain and hail that simply put out the flame heat source. The crewmembers managed to briefly restart the engines but were forced to shut them down again because of overheating. The pilot managed to pull off an amazing emergency landing as he glided the plane to touch down on a strip of grass next to a levee embankment along a lake. The passengers and crew evacuated using escape chutes with no injuries. The 737 was recovered and is still flying today for Southwest Airlines.
In May 1988, a more serious incident occurred as TACA Flight 110 from Belize to New Orleans, Louisiana, was descending to land. This 737 was passing through a series of thunderstorms when it suffered a double flameout. The engines had been throttled back for landing so the internal heat was minimal. The storm was strong enough that the engines ingested heavy rain and hail that simply put out the flame heat source. The crewmembers managed to briefly restart the engines but were forced to shut them down again because of overheating. The pilot managed to pull off an amazing emergency landing as he glided the plane to touch down on a strip of grass next to a levee embankment along a lake. The passengers and crew evacuated using escape chutes with no injuries. The 737 was recovered and is still flying today for Southwest Airlines.
Join Date: Feb 2006
Location: 10 miles finals
Posts: 44
Likes: 0
Received 0 Likes
on
0 Posts
another military for you was Shackleton 3 phase 3 out of Kinloss late 60s if memory serves. Pop Gladstone suffered prop overspeed engine caught fire then fell out of wing. Crash landed at Culloden. Aircraft destroyed. Crew all survived and were I believe entertained at the local dance whilst waiting for the "crew bus". I expect others on here will have more details.
Join Date: Feb 2000
Posts: 151
Likes: 0
Received 0 Likes
on
0 Posts
Having worked on and off over three years on OO-DLL in Baghdad and seen the incredible amount of damage it sustained, I have to add my vote to the DHL A300 landing. With no flying controls and extra drag from what remained of the flaps and outer aileron on the port side, to achieve a landing with under 2g recorded and on the runway is almost beyond belief. Our stress engineer reckoned they had about 20 minutes before the port wing departed.
Join Date: Nov 2007
Location: East Ecosse
Age: 71
Posts: 453
Likes: 0
Received 0 Likes
on
0 Posts
Join Date: Mar 2006
Location: vic australia
Posts: 57
Likes: 0
Received 0 Likes
on
0 Posts
hi all.i think that a thread like shows what training and cool head can do.how about the ba 747 that lost all engines when it flew into a volcanic cloud over indonesia back in 1982 i think.but i do think that that poor sod hanging out of a 1 11 held back only by the crew at least deserves a change of underware.
