AA emergency at MAN
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AA emergency at MAN
Hi all,
an AA flight has been diverted to MAN on full emergency.
Heard it was a hydrolic problem....not too many details....aircraft is on the runway surrounded by fire crews...pax being offloaded on runway.
Airport is closed for "1 hour" as of 1435
an AA flight has been diverted to MAN on full emergency.
Heard it was a hydrolic problem....not too many details....aircraft is on the runway surrounded by fire crews...pax being offloaded on runway.
Airport is closed for "1 hour" as of 1435
Join Date: Oct 2006
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Heard they have a hydraulic problem, burst some tires on touchdown and the fire service sprayed foam around them. Not sure if that's true or not but everything has left the hold and is diverting.
Join Date: Oct 1999
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AA B767 outbound to Chicago suffered a hydraulic problem and returned to MAN. I was on Concorde's flight deck (conducting tours) and had a grandstand view of the landing - fast and shallow, and lots of smoke on touchdown (rumour is 2 tyres blew on landing).
It stopped on the runway (23R) with overheated brakes and was there for a long time, surrounded by fire and other services. Pax taken off eventually, then aircraft towed clear about 16:20, part flap still extended.
23L is closed for maintenance, so the 767 blocking 23R meant the airport was closed for most of the afternoon.
SSD
It stopped on the runway (23R) with overheated brakes and was there for a long time, surrounded by fire and other services. Pax taken off eventually, then aircraft towed clear about 16:20, part flap still extended.
23L is closed for maintenance, so the 767 blocking 23R meant the airport was closed for most of the afternoon.
SSD
Join Date: Jul 2006
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http://news.bbc.co.uk/1/hi/england/m...er/7260747.stm
Really??????? 
The Chicago-bound American Airlines flight turned back to the airport after engineers spotted a problem with its hydraulics shortly after take-off.
Why not?
Don't airlines have real-time data links to base engineering these days? Or perhaps AA carries an F/E?
I don't know. But it seems perfectly possible to me that engineers spotted the fault.
Even though it was probably the pilots.
Don't airlines have real-time data links to base engineering these days? Or perhaps AA carries an F/E?
I don't know. But it seems perfectly possible to me that engineers spotted the fault.
Even though it was probably the pilots.
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Shaggy Sheep Driver - Irrespective of the malfunction, we don't do "fast and shallow". Fast it might have seemed, but we don't ever (and I mean never, ever) duck under the glidepath to enhance the landing performance in any way. Trust me, I've seen a heavy weight flapless landing done for real in a Jumbo, and it works exactly like it does in the sim, 3 degrees, 2 reds/2 whites the whole way down!
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Shaggy Sheep Driver - Irrespective of the malfunction, we don't do "fast and shallow". Fast it might have seemed, but we don't ever (and I mean never, ever) duck under the glidepath to enhance the landing performance in any way. Trust me, I've seen a heavy weight flapless landing done for real in a Jumbo, and it works exactly like it does in the sim, 3 degrees, 2 reds/2 whites the whole way down!
The 'shallow' comes in the flare..... atouchdown (following a standard if slightly fast approach) at a less nose-high attitude than usual, resulting in a faster and 'less held off' landing. I presume (don't know) that this is because the hydraulics failure meant less flap was available, the stall speed higher than normal, meaning a faster less held-off touchdown had to be performed.
That's what I said was 'shallow'... the landing, not the approach.
SSD
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Well the BBC reported it better than Independent Television News Limited 2008.
It is headlined on Virgin Media as American Airlines plane crash lands at Manchester, where do these idiots come from.
It is headlined on Virgin Media as American Airlines plane crash lands at Manchester, where do these idiots come from.
Looks like a Flap 20 landing from the picture, depending apon the landing weight it could've resulted in a speed over the fence in the region of 180kts or so.
Probably unlucky to have burst a couple of tyres me thinks.
Probably unlucky to have burst a couple of tyres me thinks.
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As it was towed past us following the incident, I noted the flaps were still at an intermediate setting - a lot less than full extension and not showing much deflection either, so flaps 20 does seem likely.
SSD
SSD
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Is flap 20 a typical take-off setting? Perhaps they started to misbehave when starting to cleanup. My idea of flying a large aircraft is when I take up the club`s C172 (!). Would a typical response to a split flap condition in one of the big ones be to leave them where they were?
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A few years back doing an ATC flight deck trip out of KSFO on an AA B767, shortly after departure we had an AICAS warning "LE STAB ASYM".....leading edge stabaliser assymetric!!! After much head scratching and talking to eng on the radio it was assumed to be a micro switch fault but the books said we had to return using minimum flap, this required an approach speed of 180kts....flight also heavy as 767 has no fuel dumping facility......I asked the capt. why no dumping facility, his comment was " The guy that designed this aircraft had his head up his arse at the time!!!" Anyway Mr Boeing reckons the aircraft can land no problem with max all up weight. On final approach the captain turned to me sitting in the jump seat and said the worse thing that will happen is we run off the end of the runway!!!!.....needless to say all went well and I am still here today to tell the story............I wonder if today was the same type of fault????
