BA 'Crash Landing' at Entebbe
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BA 'Crash Landing' at Entebbe today
When is a crash not a controlled landing, or a landing not actually controlled fllight into terrain? When the Ugandan VP is on board apparently !.... Recently reported by 'New Vision' an Ugandan news website...
British Airways plane crash-lands at Entebbe with VP Bukenya
A British Airways plane carrying among the passengers, Vice President Dr. Gilbert Bukenya, earlier today reportedly made an emergency crash-landing at Entebbe Airport.
Published on: Wednesday, 8th September, 2004
'sall I know they may publish more...if so, you'll find it here..
http://www.newvision.co.ug
British Airways plane crash-lands at Entebbe with VP Bukenya
A British Airways plane carrying among the passengers, Vice President Dr. Gilbert Bukenya, earlier today reportedly made an emergency crash-landing at Entebbe Airport.
Published on: Wednesday, 8th September, 2004
'sall I know they may publish more...if so, you'll find it here..
http://www.newvision.co.ug
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I was on board "that crash!"
Okay folks I was on that Aeroplane in fact in seat 38B right at the back here is my account - I am a turbine pilot myself it is a little credible I hope!
Took off without any problems then somewhere around Lake Kyoga 80dme (ish) thirty minutes into the flight the fuel dumping began, passengers in cattle class didn't seem to notice I did however eventually after around five minutes I called to the Cabin attendant are we going back to Entebbe -Yes was the answer. If there was a a complaint about the whole exercise is that I wish the pax were told much sooner- I guess in cattle class we are just that!
The bird was heavy, not suprising, nice assymetric landing a positive one but none that I am sure a training captain wouldn't have passed a student on. A sort of flare maybe one or two feet above your ideal roundout height. Off course as a result for me it was nearly predictable that two of the outer right tyres should burts as a result of that brake energy. BA was the first time in twenty two years since I have flown on them a bit annoying obvoiusly.
I am trying to get to the UK for a family reunion Africa strikes again! The replcement flight departing HUEN at 2100Z tonight bummer for me as my wife takes the "crashed" aeroplane the following mornig as BA won't let us travel toghter flight is full for friday so I have to make 4 flippin trips to London Sutton In Ashfield ****!
Took off without any problems then somewhere around Lake Kyoga 80dme (ish) thirty minutes into the flight the fuel dumping began, passengers in cattle class didn't seem to notice I did however eventually after around five minutes I called to the Cabin attendant are we going back to Entebbe -Yes was the answer. If there was a a complaint about the whole exercise is that I wish the pax were told much sooner- I guess in cattle class we are just that!
The bird was heavy, not suprising, nice assymetric landing a positive one but none that I am sure a training captain wouldn't have passed a student on. A sort of flare maybe one or two feet above your ideal roundout height. Off course as a result for me it was nearly predictable that two of the outer right tyres should burts as a result of that brake energy. BA was the first time in twenty two years since I have flown on them a bit annoying obvoiusly.
I am trying to get to the UK for a family reunion Africa strikes again! The replcement flight departing HUEN at 2100Z tonight bummer for me as my wife takes the "crashed" aeroplane the following mornig as BA won't let us travel toghter flight is full for friday so I have to make 4 flippin trips to London Sutton In Ashfield ****!
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Well done guys. EBB is 4000ft elevation. From experience it is usually a packs off take off using improved climb data (Increased Vr to improve second segment). The fact that no-one noticed until fuel dumping started is a credit to the smooth handling, is it not?
the lunatic fringe
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From the Scotsman. Quote.
“As the captain didn’t have the opportunity to dump fuel, the aircraft landed heavy and burst three tyres on landing,” the company said.
The Scotsman
L337
“As the captain didn’t have the opportunity to dump fuel, the aircraft landed heavy and burst three tyres on landing,” the company said.
The Scotsman
L337
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Might be a bit of each (dumping v overweight)
Dump, if on that 767 (it's not on all) is only from Centre Tank. Doubt emptying Centre Tank necessarily gets you below MLW.
My recollections (off the 767 for 18+ months now) for LH BA 767:
MTOW ~181T
MLW 136T
MZFW 126T
Wings take 36T?
So anywhere near MZFW (takes lots flowers back from EBB as cargo!) means only 10T of fuel for MLW. Still well worth dumping what you can, but it would take hours of droning around on 1 to burn off wing fuel - hardly desirable on 1 eng...
DD - presume the tyres burst sometime after stopping due heat? And not on the Landing Roll?
EBB was always interesting enough with 2 engines...
DD.. any idea "when" the engine actually failed? I reckon if you had one after V1, or shortly after VR, most of the pax would have noticed pretty early on with a low fly over Lake Victoria at low RoC. In that nobody noticed, maybe a more graudal failure a bit later on? Or IFSD after some indications etc...?
Dump, if on that 767 (it's not on all) is only from Centre Tank. Doubt emptying Centre Tank necessarily gets you below MLW.
My recollections (off the 767 for 18+ months now) for LH BA 767:
MTOW ~181T
MLW 136T
MZFW 126T
Wings take 36T?
So anywhere near MZFW (takes lots flowers back from EBB as cargo!) means only 10T of fuel for MLW. Still well worth dumping what you can, but it would take hours of droning around on 1 to burn off wing fuel - hardly desirable on 1 eng...
DD - presume the tyres burst sometime after stopping due heat? And not on the Landing Roll?
EBB was always interesting enough with 2 engines...
DD.. any idea "when" the engine actually failed? I reckon if you had one after V1, or shortly after VR, most of the pax would have noticed pretty early on with a low fly over Lake Victoria at low RoC. In that nobody noticed, maybe a more graudal failure a bit later on? Or IFSD after some indications etc...?
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NoD
From 'elsewhere', they dumped centre tank fuel and landed at 163 tonnes at 174 kts IAS (200 kts gspd). Stopped 500 metres from runway end, brake temps rose and 3 wheels had the fuse plugs go, deflating 3 tyres.
Engine ran down suddenly at 21,500 ft possibly due to gearbox failure.
From 'elsewhere', they dumped centre tank fuel and landed at 163 tonnes at 174 kts IAS (200 kts gspd). Stopped 500 metres from runway end, brake temps rose and 3 wheels had the fuse plugs go, deflating 3 tyres.
Engine ran down suddenly at 21,500 ft possibly due to gearbox failure.
Usual disclaimers apply!
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Engine ran down suddenly at 21,500 ft possibly due to gearbox failure
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Sorry Dynamite Dean!
Sorry about the round out that was 1-2 feet too high. It was my fault. I landed my 727 there the day before. It was such a "positive " landing I may have lowered HUEN elevation by 1 - 2 feet. All pilots be advised and please make the necessary adjustments to your Jepp plates.
Once again ... Sorry!
CM
Once again ... Sorry!
CM
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Dynamite Dean
Far from sounding credible you make yourself sound like a bit of a smart alec by damning the captain with feint praise - ' landing a positive one but none that I am sure a training captain wouldn't have passed a student on' - 'one or two feet above the ideal roundout height' - 'a bit annoying' !
Give me strength!
What is your yard-stick for judging the proficiency and accuracy of an asymmetric, hot and high, overweight landing in a large passenger jet?
Did the tyres burst or did they deflate by design following the melting of the fuse plugs?
Attention seeking passengers may be disappointed to learn that rather than surviving a crash they have merely experienced a safely executed single engine landing.
Man and machinery in one piece - job done.
Nice one capt & co.
Far from sounding credible you make yourself sound like a bit of a smart alec by damning the captain with feint praise - ' landing a positive one but none that I am sure a training captain wouldn't have passed a student on' - 'one or two feet above the ideal roundout height' - 'a bit annoying' !
Give me strength!
What is your yard-stick for judging the proficiency and accuracy of an asymmetric, hot and high, overweight landing in a large passenger jet?
Did the tyres burst or did they deflate by design following the melting of the fuse plugs?
Attention seeking passengers may be disappointed to learn that rather than surviving a crash they have merely experienced a safely executed single engine landing.
Man and machinery in one piece - job done.
Nice one capt & co.
Last edited by leander; 10th Sep 2004 at 07:32.
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SAME SOURCE
http://www.newvision.co.ug/I/8/13
By Yunusu Abbey
OVER 160 British Airways (BA) passengers, whose journey was interrupted on Wednesday due to an aircraft technical fault, were still stranded at Entebbe yesterday.
However, Vice-President Prof. Gilbert Bukenya (right), who was initially part of the group, left on Wednesday night at about 9:00pm aboard a Dubai-bound Emirates flight.
He spent the whole day in an Entebbe hotel waiting for the flight.
Bukenya’s press secretary Simon Kaheru said the VP would be in the US for over a week to woo investors and explore other business opportunities.
BA official Kaine Sabiiti said, “Due to an engine problem en route to Heathrow, flight BA062 returned to Entebbe, from where it had departed. The aircraft landed safely at 0802 local time.”
“Airborne return is a standard procedure, which British Airways pilots are fully trained to deal with. Our pilots are also trained to land an aircraft with one engine.
Engineers are currently investigating the problem,” Kaine said in a statement.
“We apologise for the inconvenience this may cause our customers. The safety and security of our customers, our staff and our operation is our priority and is not compromised,” she said.
Published on: Friday, 10th September, 2004
http://www.newvision.co.ug/I/8/13
By Yunusu Abbey
OVER 160 British Airways (BA) passengers, whose journey was interrupted on Wednesday due to an aircraft technical fault, were still stranded at Entebbe yesterday.
However, Vice-President Prof. Gilbert Bukenya (right), who was initially part of the group, left on Wednesday night at about 9:00pm aboard a Dubai-bound Emirates flight.
He spent the whole day in an Entebbe hotel waiting for the flight.
Bukenya’s press secretary Simon Kaheru said the VP would be in the US for over a week to woo investors and explore other business opportunities.
BA official Kaine Sabiiti said, “Due to an engine problem en route to Heathrow, flight BA062 returned to Entebbe, from where it had departed. The aircraft landed safely at 0802 local time.”
“Airborne return is a standard procedure, which British Airways pilots are fully trained to deal with. Our pilots are also trained to land an aircraft with one engine.
Engineers are currently investigating the problem,” Kaine said in a statement.
“We apologise for the inconvenience this may cause our customers. The safety and security of our customers, our staff and our operation is our priority and is not compromised,” she said.
Published on: Friday, 10th September, 2004
767 Fuel Dumping
I was interested to read about the 76s dumping capabilities. I happened to be on BA 2232 LGW -BDA on THE sept 11th. We made it to somewhere around the Scilly Isles when word came to turn back and we then spent the next six and half hours holding over Lands End .
Obviously partly to burn off fuel and partly no doubt because we had lots and could be left there while numerous more urgent returns were sorted out. During this time the Capt made some remarks about fuel dumping and a thick white vapour trail billowed out from begind the outboard wing on my side of the plane which was on the outside of the turn( I have seen fuel vented from a 74 and I think can tell the difference from a wing tip vortex) If the venting is only on centre tank could the centrifugal force effect have drifted the centre tank dump vapour out that far as we turned??
We finally flew back to LGW with Flaps, Speed brakes and gear extended -very very noisy and bumpy ( climb power to descend !) At all stages though the Capt tried to keep us advised on what must have been a complex situation for him to deal as I doubt he was told much by anyone with and very alarming for many passengers without an explanation of what was happening with the aircraft.
However for those who grumbled about the Entebbe incident its very different to the situation I faced and there the crew just had to focus on a safe and well managed emergency return. So I am sure that crews-esp BA crews do advise the passengers when time permits but not when it gets in the way of their first priority .to fly the airplane
Obviously partly to burn off fuel and partly no doubt because we had lots and could be left there while numerous more urgent returns were sorted out. During this time the Capt made some remarks about fuel dumping and a thick white vapour trail billowed out from begind the outboard wing on my side of the plane which was on the outside of the turn( I have seen fuel vented from a 74 and I think can tell the difference from a wing tip vortex) If the venting is only on centre tank could the centrifugal force effect have drifted the centre tank dump vapour out that far as we turned??
We finally flew back to LGW with Flaps, Speed brakes and gear extended -very very noisy and bumpy ( climb power to descend !) At all stages though the Capt tried to keep us advised on what must have been a complex situation for him to deal as I doubt he was told much by anyone with and very alarming for many passengers without an explanation of what was happening with the aircraft.
However for those who grumbled about the Entebbe incident its very different to the situation I faced and there the crew just had to focus on a safe and well managed emergency return. So I am sure that crews-esp BA crews do advise the passengers when time permits but not when it gets in the way of their first priority .to fly the airplane
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pax
If you are over max weight for a return, then lowering the gear and extending the speed brakes are ways (along with dumping fuel) of increasing the rate at which fuel is burnt, hence arriving at the airport quicker. The 'bumpiness' may have been due to atmospheric conditions rather than anything else. As for climb power to descend, that is most unlikely, neigh bollox!
We finally flew back to LGW with Flaps, Speed brakes and gear extended -very very noisy and bumpy ( climb power to descend !)
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Please correct me if I'm wrong, but an airplane on single engine above MLW has to come down quicker than normal, to keep a smooth descent gradient, right? And the assymetric landing due to fuel imbalance, is it possible?
GD&L
GD&L