BA911 G-APFE Mt. Fuji crash
I have tried to find the investigation report of this accident on the web but failed to find anything with the usual suspects like Google, ASN and the Japanese aviation accident investigation authority (where nothing older than the accident to the JAL 747 in 1985 is apparently online).
Could anybody give me a pointer, please?
Could anybody give me a pointer, please?
Tu.114, like you I have been unable to source the original report in the past. Should you want, PM with your email and I can scan an article written by a very respected Australian aviation safety personality who would have had access to the originals- Macarthur Job.
Megan,
I too would very much appreciate seeing the scanned document on this crash. I will send you a PM.
I too would very much appreciate seeing the scanned document on this crash. I will send you a PM.
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like you I have been unable to source the original report in the past. Should you want, PM with your email and I can scan an article written by a very respected Australian aviation safety personality who would have had access to the originals- Macarthur Job.
Atomkraft
Like you I was once scared ****l@ss over the Pyranees or rather to the north...Cruise level probably around 300 as in SR we often flew lower than optimal for crew and pax comfort as well as shorter block time.
It was gin clear without any obvious wave signs and in a DC9.
Was a "life changing" experience as had always been frightened of turbulence but was going through a rough time with the Mrs and thought "well at least if the wings fall off I won't have to back to her nagging"
With that alternative perspective I've never been frightened since...
Early in my time of flying for the Swiss I pointed out to a skipper that with the forecast of severe turbulence over the Alps we should route around them, two weeks later our ops manual was changed as previously it had stated no operations into areas of forecast or observed severe turbulence.
But had it once with a "star" on the DC 10, westbound on the Nats after we were informed that everyone had descended to below 300 because of the actual turbulence. Despite me being the flying pilot our hero decided that the yanks were woosies and we ploughed on. 'Twas the only time I used the turb button, "Sir' and the eng kept leaning forward and reengaging the auto throttle as neither of them knew what the mode did or what to do. (Fly attitude with constant cruise thrust).
As my instructor at Hamble said (ex hurri ground attack) "severe turbulence is when you get eyeball bounce and can't see the instruments".
Nowadays it's when my wing folds and reinflates with a bang...time to land ;-)
It was gin clear without any obvious wave signs and in a DC9.
Was a "life changing" experience as had always been frightened of turbulence but was going through a rough time with the Mrs and thought "well at least if the wings fall off I won't have to back to her nagging"
With that alternative perspective I've never been frightened since...
Early in my time of flying for the Swiss I pointed out to a skipper that with the forecast of severe turbulence over the Alps we should route around them, two weeks later our ops manual was changed as previously it had stated no operations into areas of forecast or observed severe turbulence.
But had it once with a "star" on the DC 10, westbound on the Nats after we were informed that everyone had descended to below 300 because of the actual turbulence. Despite me being the flying pilot our hero decided that the yanks were woosies and we ploughed on. 'Twas the only time I used the turb button, "Sir' and the eng kept leaning forward and reengaging the auto throttle as neither of them knew what the mode did or what to do. (Fly attitude with constant cruise thrust).
As my instructor at Hamble said (ex hurri ground attack) "severe turbulence is when you get eyeball bounce and can't see the instruments".
Nowadays it's when my wing folds and reinflates with a bang...time to land ;-)
Last edited by blind pew; 14th Aug 2016 at 20:18. Reason: Word check
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Interesting you got such mountain waves at FL300, blind pew. That was presumably a very long way below the trop? After our VC10 incident in the lea of the Andes in 1971 (even "accident", in terms of the substantial damage), BCAL realised that the mountain waves may be at their worst just below the tropopause. So on the EZE/SCL leg we flew at least 8000 ft below it, particularly if there was a big difference in the QNH between Mendoza and Santiago. IIRC, Swissair and KLM or Lufthansa had already sussed out the problem.
Safe flying in the rotors (rather you than me)...
Safe flying in the rotors (rather you than me)...
Chris
What I have learnt in twenty years of gliding and paragliding is that the atmosphere is made up of homogeneous "packets" that don't mix and that the boundary layers are the source of turbulence.
There is also a channeling effect - a bit like ducting with VHF.
I was very lucky a few years ago with a setting sun on my local mountain when the sea breeze wind started to increase.
I didn't understand it at the time but had enough of flying and decided to spiral down to top land near my Jag only to find myself flying backwards...
After survival mode kicked in I passed three landing options going backwards to land vertically in a blackberry bush and a 25ft pine tree at the edge of a plantation saved me getting seriously hurt.
It took the best part of an hour to extract my paraglider and another hour to retrieve the motor which gave me enough time to figure out the cause.
Which was the inversion was acting as a Venturi with the ground as the other wall.Whilst the sea breeze was decreasing the Venturi effect and the mountain were forming a choke.
I only did the Andes once on the Death Ship...a turn around ex Rio to Santiago..and with light winds it wasn't a problem and I had never heard of Bcals tropopause theory but it makes sense with the wave system bouncing off the layer.
What still surprises me is the lack of communication between disciplines (and companies).
One that comes to light is an ex BEA skipper who I knew who signed off on an Airprox..GASCO..concerning a chopper and a paraglider..biggest load of Rubbish but then in a previous life he was forced to resign after leaving a stick of Semtex on a 747 for a couple of weeks which circum navigated the globe until found by a cleaner (IIRC) - the Semtex...even he couldn't loose a 747!
There is also a channeling effect - a bit like ducting with VHF.
I was very lucky a few years ago with a setting sun on my local mountain when the sea breeze wind started to increase.
I didn't understand it at the time but had enough of flying and decided to spiral down to top land near my Jag only to find myself flying backwards...
After survival mode kicked in I passed three landing options going backwards to land vertically in a blackberry bush and a 25ft pine tree at the edge of a plantation saved me getting seriously hurt.
It took the best part of an hour to extract my paraglider and another hour to retrieve the motor which gave me enough time to figure out the cause.
Which was the inversion was acting as a Venturi with the ground as the other wall.Whilst the sea breeze was decreasing the Venturi effect and the mountain were forming a choke.
I only did the Andes once on the Death Ship...a turn around ex Rio to Santiago..and with light winds it wasn't a problem and I had never heard of Bcals tropopause theory but it makes sense with the wave system bouncing off the layer.
What still surprises me is the lack of communication between disciplines (and companies).
One that comes to light is an ex BEA skipper who I knew who signed off on an Airprox..GASCO..concerning a chopper and a paraglider..biggest load of Rubbish but then in a previous life he was forced to resign after leaving a stick of Semtex on a 747 for a couple of weeks which circum navigated the globe until found by a cleaner (IIRC) - the Semtex...even he couldn't loose a 747!
Last edited by blind pew; 14th Aug 2016 at 20:22.
