B-KAG Engine strike at MAN
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B-KAG Engine strike at MAN
Dragonair / Cathay B747F engine cowlings struck the runway on landing, in the early hours of this morning at Manchester. One burst tyre and cowling damage.
T'was a tad windy last night 55 knots x wind.
T'was a tad windy last night 55 knots x wind.
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CrossWind Landings
T'was a tad windy last night 55 knots x wind.
I'm open to correction on the maximum X-Wind!
Glad no one was injured tho, bit o bent metal and pride i'm sure.
Spru!
Last edited by Spruit; 1st Mar 2008 at 09:09. Reason: My Spelling get's worse with age!
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This was a couple of hours earlier when stuff was diverting, the winds became very gusty during showers, continued into the night.
METAR: EGCC 292250Z 28036G55KT 250V310 3700 SHRA FEW024 SCT029 10/07 Q0992
BECMG 27027G40KT 9999 NSW
METAR: EGCC 292250Z 28036G55KT 250V310 3700 SHRA FEW024 SCT029 10/07 Q0992
BECMG 27027G40KT 9999 NSW
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Isn't this the one they have just fixed and finally returned to service after flap damage?
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Isn't this the one they have just fixed and finally returned to service after flap damage?
EGCC METARs
EGCC 010420Z 28029G42KT 9999 FEW030 SCT040 08/02 Q0998
EGCC 010350Z 27027G44KT 9999 FEW033 SCT036 08/02 Q0998 NOSIG
EGCC 010320Z 28028G39KT 9999 SCT034 BKN043 08/02 Q0997 NOSIG
EGCC 010250Z 28028KT 9999 FEW031 SCT038 08/02 Q0996 NOSIG
EGCC 010220Z 28023G35KT 9999 FEW038 SCT045 08/02 Q0995 NOSIG
EGCC 010150Z 28021KT 9999 FEW040 SCT045 08/02 Q0994 NOSIG
EGCC 010120Z 28024G39KT 9999 FEW032 08/03 Q0994 NOSIG
EGCC 010050Z 27024G34KT 9999 FEW028 SCT032 09/04 Q0993
EGCC 010020Z 26025G38KT 9999 FEW022 SCT026 09/05 Q0993 TEMPO SHRA
EGCC 292350Z 27024G37KT 9999 FEW032 08/05 Q0992 TEMPO SHRA
EGCC 292320Z 27025G36KT 7000 SHRA FEW022 SCT026 08/05 Q0993 BECMG NSW
EGCC 292250Z 28036G55KT 250V310 3700 SHRA FEW024 SCT029 10/07 Q0992 BECMG 27027G40KT 9999 NSW
EGCC 292220Z 26035KT 9999 SCT030 12/07 Q0991 TEMPO SHRA
Mag. Variation = 3W
Therefore, at 0120z, mean Wind bearing = 283(M)
Rwys 24L/R bearing 234(M)
Therefore, at 0120z, wind gust to 39 kts @ at (or more than) 50 degrees off Rwy bearing.
50 deg = 0.75
0.75 X 39 kts = 30 kts X-W/C
[For the uninitiated, wind bearings usually increase with gust in N. Hemisphere. In this case that would represent a "double-wammy", as far as the crosswind component is concerned.]
From 2350z, no rain reported.
Hope this helps.
EGCC 010350Z 27027G44KT 9999 FEW033 SCT036 08/02 Q0998 NOSIG
EGCC 010320Z 28028G39KT 9999 SCT034 BKN043 08/02 Q0997 NOSIG
EGCC 010250Z 28028KT 9999 FEW031 SCT038 08/02 Q0996 NOSIG
EGCC 010220Z 28023G35KT 9999 FEW038 SCT045 08/02 Q0995 NOSIG
EGCC 010150Z 28021KT 9999 FEW040 SCT045 08/02 Q0994 NOSIG
EGCC 010120Z 28024G39KT 9999 FEW032 08/03 Q0994 NOSIG
EGCC 010050Z 27024G34KT 9999 FEW028 SCT032 09/04 Q0993
EGCC 010020Z 26025G38KT 9999 FEW022 SCT026 09/05 Q0993 TEMPO SHRA
EGCC 292350Z 27024G37KT 9999 FEW032 08/05 Q0992 TEMPO SHRA
EGCC 292320Z 27025G36KT 7000 SHRA FEW022 SCT026 08/05 Q0993 BECMG NSW
EGCC 292250Z 28036G55KT 250V310 3700 SHRA FEW024 SCT029 10/07 Q0992 BECMG 27027G40KT 9999 NSW
EGCC 292220Z 26035KT 9999 SCT030 12/07 Q0991 TEMPO SHRA
Mag. Variation = 3W
Therefore, at 0120z, mean Wind bearing = 283(M)
Rwys 24L/R bearing 234(M)
Therefore, at 0120z, wind gust to 39 kts @ at (or more than) 50 degrees off Rwy bearing.
50 deg = 0.75
0.75 X 39 kts = 30 kts X-W/C
[For the uninitiated, wind bearings usually increase with gust in N. Hemisphere. In this case that would represent a "double-wammy", as far as the crosswind component is concerned.]
From 2350z, no rain reported.
Hope this helps.
Chris,
Very good point.
Glad I wasn't flying it, although I'd rather have been in the old dowager than a 737. Our ex fast jet guys used to comment on it's inertia but, sometimes, a bit of inertia calms things down a bit
wind bearings usually increase with gust in N. Hemisphere
Glad I wasn't flying it, although I'd rather have been in the old dowager than a 737. Our ex fast jet guys used to comment on it's inertia but, sometimes, a bit of inertia calms things down a bit
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Landed at Manch in an Airbus A330 at around 0020Z - Flap 3. It was very bumpy from Dayne and on the 23R approach. A little sporty. 3,000ft wind in the region of 290/50kts but steady. Wind correctly shown as around 280/25G38-42 at touchdown and on instantaneous ND W/V readout. IAS Speed variation -5+10kts. Runway wet x 3 with showers to the North.
Glad we didnt arrive an hour earlier though as HF VOLMET gave gusts to 55kts. Raised a few eyebrows over France tho!!
DTG
Glad we didnt arrive an hour earlier though as HF VOLMET gave gusts to 55kts. Raised a few eyebrows over France tho!!
DTG
Last edited by Down Three Greens; 1st Mar 2008 at 17:55.
At a few points during the night, the Twr controller reported gusting to 62kts! Watching the approaches, it was very hairy indeed! Plenty of aircraft were going missed from upto 4 miles to touchdown.
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Engine pod strikes
Yikes! I hope they did a clean sweep of the runway after that. Those pesky nuts & bolts, bits and pieces taht came off can prove really dangerous to following aircrafts.
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Molokai
Fear not. The runway was closed for all operations for some 40 minutes after the event whilst a very thorough runway inspection was carried out using a mobile lighting tower and several inspection vehicles
Suzeman
Fear not. The runway was closed for all operations for some 40 minutes after the event whilst a very thorough runway inspection was carried out using a mobile lighting tower and several inspection vehicles
Suzeman
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Plenty of aircraft were going missed from upto 4 miles to touchdown.
PP
Minimum GS on windshear approaches
Quote from Down Three Greens:
3,000ft wind in the region of 290/50kts but steady. Wind correctly shown as around 280/25G38-42 at touchdown and on instantaneous ND W/V readout. IAS Speed variation -5+10kts.
[Unquote]
Presume GS-MINI (managed speed) was in use? How do you like it? In my experience, new guys (on the A320) used to be very suspicious of it until they got used to it. Also - on the FMC PERF page - they would often insert a higher wind strength than the mean wind reported by the tower, in the mistaken belief this would give them more fat above VLS, to allow for wind shear. [In fact, of course, the reverse is the case, because it results in a lower minimum GS, even though the "managed" IAS is higher.]
Excuse me for appearing to go off-topic, but would be interested to hear your experience of this last night. The B747, of course, does not have (automatic) GS-Mini.
Chris
3,000ft wind in the region of 290/50kts but steady. Wind correctly shown as around 280/25G38-42 at touchdown and on instantaneous ND W/V readout. IAS Speed variation -5+10kts.
[Unquote]
Presume GS-MINI (managed speed) was in use? How do you like it? In my experience, new guys (on the A320) used to be very suspicious of it until they got used to it. Also - on the FMC PERF page - they would often insert a higher wind strength than the mean wind reported by the tower, in the mistaken belief this would give them more fat above VLS, to allow for wind shear. [In fact, of course, the reverse is the case, because it results in a lower minimum GS, even though the "managed" IAS is higher.]
Excuse me for appearing to go off-topic, but would be interested to hear your experience of this last night. The B747, of course, does not have (automatic) GS-Mini.
Chris
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We were downwind right under vectors with an airspeed of 190kts and ground speed of 275kts at 5000'. Nice vectoring by the approach controller though, turned on just right. ohh errr.
PP
PP
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Definition of having a bad day
Hi I have now changed my definition of having a bad day. Three POD strikes,bugger, bugger, bugger, oh that one's ok...........................
Last edited by oldsmithy; 2nd Mar 2008 at 16:06.
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all 4 engine cowlings hit the runway with No 4 engine being a write-off.
No 4 C ducts damaged, to be replaced, no 4 nose and fan cowls damaged, repairable I think, no4 engine to be replaced as a precaution due some damage to gearbox, (engine will be overhauled).