SAS MD-80 Rejected Take-Off at DUB
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SAS MD-80 Rejected Take-Off at DUB
Does anyone have any details of a rejected Take-Off of an SAS MD-80 from Dublin Airport on Saturday 14th February this year? The flight involved was the 12:10 SAS Dublin to Copenhagen service, SK538 I think.
My Father was a passenger on the flight and according to his recollection of what the Captain said, the Aircraft, weighing 63 tons, had reached 200 Kph during take off when a hydraulic system warning light illuminated on the flight deck. Believing he was losing hydraulic fluid, the Captain decided that all things considered he would rather stay on the ground and on came the anchors. The aircraft dived forward with such force that my father thought they had suffered from a burst tire. As the aircraft left the runway, it was met by several units from the Dublin airport fire service. Once the front wheel assembly had been given sufficient time to cool it returned to the gate, the passengers were off loaded and the brakes and tires were replaced. Using the same aircraft, the flight eventually left Dublin at about 16:00.
According to the Captain, this was his first rejected take off in over 20 years. I was just wondering if anyone had any additional information about the incident.
My Father was a passenger on the flight and according to his recollection of what the Captain said, the Aircraft, weighing 63 tons, had reached 200 Kph during take off when a hydraulic system warning light illuminated on the flight deck. Believing he was losing hydraulic fluid, the Captain decided that all things considered he would rather stay on the ground and on came the anchors. The aircraft dived forward with such force that my father thought they had suffered from a burst tire. As the aircraft left the runway, it was met by several units from the Dublin airport fire service. Once the front wheel assembly had been given sufficient time to cool it returned to the gate, the passengers were off loaded and the brakes and tires were replaced. Using the same aircraft, the flight eventually left Dublin at about 16:00.
According to the Captain, this was his first rejected take off in over 20 years. I was just wondering if anyone had any additional information about the incident.
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Suspect we are not getting all the info here. I won't second-guess the SAS crew, 'cos all of them I've met are excellent drivers.
From JUST the info originally posted, umm, all things considered, I think I would rather take a hyd problem on the MD-80 into the air from 200kph (120-ish kts), than stop with the brakes, spoilers, reversers in an unknown condition. Brakes and reversers have accumulators, but who knows? The 80's flt control system is straight from the Wright Brothers era and does not require hyd pressure except for roll spoilers,elevator-power at extreme AOA, and normal rudder; leave flaps and slats where they are and gear extended whilst you fly out to somewhere safe and think it through.
However, I'm not aware of the runway length, conditions, wind, temp, warnings on the flightdeck, aircraft wt, etc, so if no bent metal: no probs.
From JUST the info originally posted, umm, all things considered, I think I would rather take a hyd problem on the MD-80 into the air from 200kph (120-ish kts), than stop with the brakes, spoilers, reversers in an unknown condition. Brakes and reversers have accumulators, but who knows? The 80's flt control system is straight from the Wright Brothers era and does not require hyd pressure except for roll spoilers,elevator-power at extreme AOA, and normal rudder; leave flaps and slats where they are and gear extended whilst you fly out to somewhere safe and think it through.
However, I'm not aware of the runway length, conditions, wind, temp, warnings on the flightdeck, aircraft wt, etc, so if no bent metal: no probs.
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So presumably there turned out to be nothing wrong with the hydraulic system then?
The only information I have is the notes my father took from the announcement the Captain gave on the Aircraft, but yes, it appears that there was no actual problem with the Aircraft, just a mystery warning light. As I said the only thing they had to do to get the aircraft back into the air was a change of brakes and tires (and I believe this was limited to just the front undercarriage).
I had no details of the weather at Dublin on Saturday other then it wasn’t raining, and that the main runway at Dublin is just over 8,500 feet in length. As RRAMJET pointed out there was no bent metal so apart from a few shook up passengers and a few missed connections there were no real problems (if you exclude the fact the my Dad and his friends had to venture forward into business class to retrieve their hand luggage). I’m sure the story will be told many times over the years to come, and on each subsequent telling they will be one step closer to death.
I’m still curious if anyone has any more info about what actually happened in the cockpit that resulted in the Captain changing his mind.
The only information I have is the notes my father took from the announcement the Captain gave on the Aircraft, but yes, it appears that there was no actual problem with the Aircraft, just a mystery warning light. As I said the only thing they had to do to get the aircraft back into the air was a change of brakes and tires (and I believe this was limited to just the front undercarriage).
I had no details of the weather at Dublin on Saturday other then it wasn’t raining, and that the main runway at Dublin is just over 8,500 feet in length. As RRAMJET pointed out there was no bent metal so apart from a few shook up passengers and a few missed connections there were no real problems (if you exclude the fact the my Dad and his friends had to venture forward into business class to retrieve their hand luggage). I’m sure the story will be told many times over the years to come, and on each subsequent telling they will be one step closer to death.
I’m still curious if anyone has any more info about what actually happened in the cockpit that resulted in the Captain changing his mind.
How fast?
200 km/h ~= 124 mph ~= 108 kt.
But keep in mind that the quoted 200 km/h could be anywhere between 175 and 225. We don't know how the SAS driver converted kt to km/h.
But keep in mind that the quoted 200 km/h could be anywhere between 175 and 225. We don't know how the SAS driver converted kt to km/h.
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Yes, thank you for the more accurate speed calculation... doing the divided by 1.6 divided by 1.15 bit was never my strong suit on the fly...
Either way, my point was that above 70kts if you close the throttles on the MD-80 during the take-off phase on the ground, the autobrakes (if fitted) go to max RTO. Yeehaa!
Either way, my point was that above 70kts if you close the throttles on the MD-80 during the take-off phase on the ground, the autobrakes (if fitted) go to max RTO. Yeehaa!
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Why all the seconds guesses? why dont we just accept the fact that the higly trained crew did exactly what they were supposed to do---but we would all like to know the details.
Ps. recently flew with sas from CPH to BHX. On pushing back in the 737 the strange sequence of internal lights indicated a generator failure. It was duly annouced that the replacement aircraft would depart at 7.15 pm (and it did)
On boarding the MD ?3. the captain announced--welcome aboard. now that we have a reliable aircraft we will depart to BHX in a few minutes etc etc.
Ps. recently flew with sas from CPH to BHX. On pushing back in the 737 the strange sequence of internal lights indicated a generator failure. It was duly annouced that the replacement aircraft would depart at 7.15 pm (and it did)
On boarding the MD ?3. the captain announced--welcome aboard. now that we have a reliable aircraft we will depart to BHX in a few minutes etc etc.
