SAS diversion accompanied by Typhoon
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SAS diversion accompanied by Typhoon
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A spokesman for Prestwick Airport told the Daily Record: "The aircraft lost communications with air traffic control and followed procedure by making a safe landing as soon as possible.
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Typhoon aircraft from RAF Leuchars were launched today to investigate a civilian aircraft transiting the North Sea which had lost radio contact with air traffic control, the aircraft re-established comms and landed safely at Prestwick."
If comms re-established, then why not continue to destination?
If comms re-established, then why not continue to destination?
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I think all the Typhoon pilots will have been pretty busy since Monday 15th April.
Read the UK NOTAMS regarding military exercises!
Janet, if you are UK tax payer, then the answer is "you" along with millions of others.
Read the UK NOTAMS regarding military exercises!
Janet, if you are UK tax payer, then the answer is "you" along with millions of others.
There was also a 'live' TU95 QRA earlier this week ... I guess that with 'Joint Warrior' talking place, maybe the Russians were a bit miffed at their lack of invite, and came along on the off-chance ... 
Incident: SAS CRJ9 near Newcastle on Apr 18th 2013, loss comm intercepted by fighter aircraft.
By Simon Hradecky, created Friday, Apr 19th 2013 14:18Z, last updated Friday, Apr 19th 2013 14:19ZA SAS Scandinavian Airlines Canadair CRJ-900, registration OY-KFH performing flight SK-2533 from Copenhagen (Denmark) to Birmingham,EN (UK) with 72 people on board, was enroute over the North Sea about to report on Scottish Center, when radio communication was lost. After the aircraft made an unforeseen turn near Newcastle, two Typhoon fighters were launched to intercept the Canadair. After the fighters reached the CRJ, radio communication was restored and the CRJ-900 diverted to Glasgow Prestwick,SC (UK) for a safe landing at Prestwick escorted by the fighter aircraft. The aircraft was instructed to stop on runway 21 until declared safe.
A listener on frequency reported hearing the SAS crew complaining "we missed a frequency and someone pushed the big red button, what do we do now?"
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So they re-contacted ATC and were denied permission to land at their nearby destination airflield and escorted cross country to a designated airfield for hi-jacking and terrorism related handling?
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A listener on frequency reported hearing the SAS crew complaining "we missed a frequency and someone pushed the big red button, what do we do now?"
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There are more issues here than the Pavlov's dog reactions in previous posts.
Crews should be 'on the ball' and aware that 'comms' are not normal eg other a/c are getting vectors to places outside your area/ground TX is getting weak/you haven't been called when you expected a freq change - all these require an awareness which I think fades in the glass cockpit environment. Then, any of these 'triggers' calls for a monitor of 121.5. - not to listen ALL the time regardless, as we know that is painful, but 121.5 is where you will be called if you are 'lost'. They also call for the old chart to be looked at for a suitable frequency - "WHAT! - I never need to do that - I've got LNAV". It's that old 'airmanship' thing again. Sorry.
I suspect 121.5 would have been busy for many minutes calling SAS. At least they probably selected it when the Tiffy arrived alongside.
Crews should be 'on the ball' and aware that 'comms' are not normal eg other a/c are getting vectors to places outside your area/ground TX is getting weak/you haven't been called when you expected a freq change - all these require an awareness which I think fades in the glass cockpit environment. Then, any of these 'triggers' calls for a monitor of 121.5. - not to listen ALL the time regardless, as we know that is painful, but 121.5 is where you will be called if you are 'lost'. They also call for the old chart to be looked at for a suitable frequency - "WHAT! - I never need to do that - I've got LNAV". It's that old 'airmanship' thing again. Sorry.
I suspect 121.5 would have been busy for many minutes calling SAS. At least they probably selected it when the Tiffy arrived alongside.
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Loss of comm has happened ever since the first radio was installed in an aircraft. And as the used-to-be's are so fund of letting us know at every opportunity, back then pilots where so much better than the current crop. Or perhaps it was a couple of 60 year old were one had fallen asleep and the other had a flat battery in the hearing aid.
Last edited by KBPsen; 20th Apr 2013 at 09:53.
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It occurs to me that well before the days of "follow the green line", one had to make position reports, then as radar coverage improved, they were omitted, but one still knew where the FIR/UIR boundaries were.
These days, I dread to think how many of us are actually aware of where the boundaries (ie the name of the waypoints) are and therefore when to expect a change of frequency/control.
CFPs/OFPs don't help much either - depends on the provider. Perhaps this is a contributory factor to this sort of incident.
mcdhu
These days, I dread to think how many of us are actually aware of where the boundaries (ie the name of the waypoints) are and therefore when to expect a change of frequency/control.
CFPs/OFPs don't help much either - depends on the provider. Perhaps this is a contributory factor to this sort of incident.
mcdhu
