Emergency landing EDDK/CGN
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Emergency landing EDDK/CGN
I just read on a local site related to accident and police reports (WIEBOLDTV AKTUELL), that an aircraft made an emergency landing at EDDK.
The article says, the pilot reported smoke inside the cabin and the cockpit. It is supposed to be a "Turkish aircraft" with 100 people on board.
15 people have been taken to the hospital with a possible smoke inhalation problem.
No more info at this time.
Anyone know more?
The article says, the pilot reported smoke inside the cabin and the cockpit. It is supposed to be a "Turkish aircraft" with 100 people on board.
15 people have been taken to the hospital with a possible smoke inhalation problem.
No more info at this time.
Anyone know more?
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AVHerlad reports:
Accident: XL Airways B738 at Cologne on Sep 3rd 2012, injuries after malfunction of air conditioning system
By Simon Hradecky, created Monday, Sep 3rd 2012 14:47Z, last updated Monday, Sep 3rd 2012 15:35Z
An XL Airways Boeing 737-800, registration D-AXLF performing flight G1-110 from Hanover to Cologne/Bonn (Germany) with 186 passengers and 6 crews, had safely landed on Cologne's runway 24 and was taxiing towards the terminal, when smoke appeared in the cabin seemingly originating from the air conditioning vents. The occupants rapidly deplaned via stairs. 11 occupants needed treatment by medical services at the airport.
Passengers reported the smell of kerosene on board, then smoke appeared in the cabin.
Airport Authorities reported the aircraft was evacuated (editorial note: photos of the scene show no evacuation slides deployed, but stairs at the aircraft), 7 passengers were treated for minor smoke inhalation, 4 passengers were taken to a hospital. The cause of the smoke was unknown, Airport police confirmed however that passengers reported the smell of kerosene.
The airline reported that upon touch down smoke exited the air conditioning vents for a couple of seconds, the cause being unclear.
Cologne Fire services reported 11 people were taken to local hospitals with irritations of respiratory tract. 5 passengers received serious, 6 minor injuries.
The BFU responded to the occurrence and sent investigators on site, cockpit voice and flight data recorders were downloaded. First investigation results suggest a malfunction of the air conditioning system emitted steam, there was no evidence of smoke.
Accident: XL Airways B738 at Cologne on Sep 3rd 2012, injuries after malfunction of air conditioning system
By Simon Hradecky, created Monday, Sep 3rd 2012 14:47Z, last updated Monday, Sep 3rd 2012 15:35Z
An XL Airways Boeing 737-800, registration D-AXLF performing flight G1-110 from Hanover to Cologne/Bonn (Germany) with 186 passengers and 6 crews, had safely landed on Cologne's runway 24 and was taxiing towards the terminal, when smoke appeared in the cabin seemingly originating from the air conditioning vents. The occupants rapidly deplaned via stairs. 11 occupants needed treatment by medical services at the airport.
Passengers reported the smell of kerosene on board, then smoke appeared in the cabin.
Airport Authorities reported the aircraft was evacuated (editorial note: photos of the scene show no evacuation slides deployed, but stairs at the aircraft), 7 passengers were treated for minor smoke inhalation, 4 passengers were taken to a hospital. The cause of the smoke was unknown, Airport police confirmed however that passengers reported the smell of kerosene.
The airline reported that upon touch down smoke exited the air conditioning vents for a couple of seconds, the cause being unclear.
Cologne Fire services reported 11 people were taken to local hospitals with irritations of respiratory tract. 5 passengers received serious, 6 minor injuries.
The BFU responded to the occurrence and sent investigators on site, cockpit voice and flight data recorders were downloaded. First investigation results suggest a malfunction of the air conditioning system emitted steam, there was no evidence of smoke.
The BFU responded to the occurrence and sent investigators on site, cockpit voice and flight data recorders were downloaded. First investigation results suggest a malfunction of the air conditioning system emitted steam, there was no evidence of smoke.
Hmmmm.
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'Misting' - i.e. condensation of the cooled air from the A/C vents is quite common here in the Middle East when on the ground with doors open and hot humid air from outside enters the cabin. (It's not really steam which implies it's been heated). Can be quite spectacular. I've also had fine dust articles picked up from a serious duststorm while taxi-ing later appear in the beams of the reading lights (night time take off) and cause alarm in some PAX. That also had a strange, but identifiably dusty, smell.
But misting (if that's what it was) would not account for the reported treatment for smoke inhalation and smell of kerosene in this incident.
But misting (if that's what it was) would not account for the reported treatment for smoke inhalation and smell of kerosene in this incident.
If it's not the usual misting in the cabin due high humidity with the aircon set to a low temperature I'd suspect a leak from the overwing centre fuel tank, the symptoms seem to suggest this possibility.
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There was no smoke but vapour of hydraulic fluid that produced a pungent odour.
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Looks like the Hydraulic Reservoirs was overfilled
This would also explain why it happened on ground after landing and not in flight:
Starting with the system at 100% before flight, retraction of the landing gear causes roughly 20% drop in indicated system A reservoir quantity.
Thermal contraction during cruise causes an additional drop in reservoir level. Operators have reported 5 to 10% further drop in system A reservoir level after some time spent in cruise, and Boeing's calculations indicate that thermal contraction after prolonged cruise at low temperatures could cause as much as 20% drop.
Similar changes of system B reservoir level can occur. Boeing's calculations indicate that thermal contraction could cause as much as 20% level drop. Leading edge extension just prior to landing removes an additional 20% from the reservoir.
After landing, during taxi with highlift devices retracted, the backflowing hydraulic fluid overfilled the reservoir
see Boeing Maintenance Tip 737 MT 12-002 R1
FILLING OF HYDRAULIC RESERVOIRS TO AVOID OVERSERVICING
APPLICABILITY All 737NG
CONDITION Boeing has had several reports of hydraulic fumes in the cabin due to overservicing of hydraulic reservoirs. Hydraulic fluid travels
backwards past a check valve(s) in the reservoir air pressurization
system and enters the air conditioning ducts.
RECOMMENDED ACTION:
Under no circumstances should the hydraulic reservoirs be filled past
FULL (100% indicated).
To provide a margin of safety, operators may, if they choose, fill the
reservoirs to approximately two-thirds between refill (RF) and FULL,
which is roughly 92%. This will have no effect on system operation,
and will ensure that the reservoirs are not overserviced. AMM 12-12-
00 was recently revised (Feb 2012) to clarify the wording on this
subject.
Operators should also make sure that the airplane configuration
requirements of AMM 12-12-00 Paragraph 2.F (high lift devices
retracted and brake accumulator charged) are followed when servicing
the reservoirs.
BACKGROUND The 737NG hydraulic reservoir quantity indication system stops at
106% indicated. Similarly, the quantity indicator on the side of the
reservoir stops at slightly above FULL. Even if the reservoir fluid
level is higher than 106%, the indicator will not indicate higher than
106% (slightly above FULL).
It appears that this characteristic has resulted in inadvertent overfilling
of the reservoirs by personnel unfamiliar with the system.
The reservoir air pressurization system has one or two check valves,
depending on the airplane, intended to prevent backwards flow of
hydraulic fluid up the reservoir air pressurization lines. However, in
some instances, the check valves have been held open by
contamination, and when the reservoir was overfilled, hydraulic fluid
737 MT 12-002 R1
10 April 2012
Page 2 of 2
Export Controlled ECCN: 9E991
BOEING PROPRIETARY
entered the air conditioning system, resulting in hydraulic fluid fumes
in the cabin.
Airplanes which have SB 737-29-1106 Rev 2 incorporated and
airplanes line position 1345 (delivered July 2003) through 1633 have
one check valve, whereas earlier airplanes have two. At airplane line
position 1634 (delivered Jan 2005), redundant check valves were added
(bringing the total back up to two per reservoir) to lessen the
probability of fluid entering the air conditioning ducts; retrofit is
accomplished by SB 737-29-1106 Rev 3 (and later revisions).
See Boeing Fleet Team Digest (FTD) article 737NG-FTD-29-04001
for a detailed discussion of the history of design changes to the
reservoir pressurization system.
MAINTENANCE
MANUAL ACTION
No AMM action is planned at this time.
CMC / EICAS
MESSAGE
N/A
EXPORT
COMPLIANCE
STATEMENT
Export of this technology is controlled under the United States Export
Administration Regulations (EAR) (15 CFR 730-774). An export
license may be required before it is used for development, production,
or use by foreign persons from specific countries. The controller of
this data has the individual responsibility to abide by all export laws.
SNH:cmm
Original: Dated: 28 June 2004.
Revision Revised Background to reflect revised design & Recommended Action to add
AMM ref..
Starting with the system at 100% before flight, retraction of the landing gear causes roughly 20% drop in indicated system A reservoir quantity.
Thermal contraction during cruise causes an additional drop in reservoir level. Operators have reported 5 to 10% further drop in system A reservoir level after some time spent in cruise, and Boeing's calculations indicate that thermal contraction after prolonged cruise at low temperatures could cause as much as 20% drop.
Similar changes of system B reservoir level can occur. Boeing's calculations indicate that thermal contraction could cause as much as 20% level drop. Leading edge extension just prior to landing removes an additional 20% from the reservoir.
After landing, during taxi with highlift devices retracted, the backflowing hydraulic fluid overfilled the reservoir
see Boeing Maintenance Tip 737 MT 12-002 R1
FILLING OF HYDRAULIC RESERVOIRS TO AVOID OVERSERVICING
APPLICABILITY All 737NG
CONDITION Boeing has had several reports of hydraulic fumes in the cabin due to overservicing of hydraulic reservoirs. Hydraulic fluid travels
backwards past a check valve(s) in the reservoir air pressurization
system and enters the air conditioning ducts.
RECOMMENDED ACTION:
Under no circumstances should the hydraulic reservoirs be filled past
FULL (100% indicated).
To provide a margin of safety, operators may, if they choose, fill the
reservoirs to approximately two-thirds between refill (RF) and FULL,
which is roughly 92%. This will have no effect on system operation,
and will ensure that the reservoirs are not overserviced. AMM 12-12-
00 was recently revised (Feb 2012) to clarify the wording on this
subject.
Operators should also make sure that the airplane configuration
requirements of AMM 12-12-00 Paragraph 2.F (high lift devices
retracted and brake accumulator charged) are followed when servicing
the reservoirs.
BACKGROUND The 737NG hydraulic reservoir quantity indication system stops at
106% indicated. Similarly, the quantity indicator on the side of the
reservoir stops at slightly above FULL. Even if the reservoir fluid
level is higher than 106%, the indicator will not indicate higher than
106% (slightly above FULL).
It appears that this characteristic has resulted in inadvertent overfilling
of the reservoirs by personnel unfamiliar with the system.
The reservoir air pressurization system has one or two check valves,
depending on the airplane, intended to prevent backwards flow of
hydraulic fluid up the reservoir air pressurization lines. However, in
some instances, the check valves have been held open by
contamination, and when the reservoir was overfilled, hydraulic fluid
737 MT 12-002 R1
10 April 2012
Page 2 of 2
Export Controlled ECCN: 9E991
BOEING PROPRIETARY
entered the air conditioning system, resulting in hydraulic fluid fumes
in the cabin.
Airplanes which have SB 737-29-1106 Rev 2 incorporated and
airplanes line position 1345 (delivered July 2003) through 1633 have
one check valve, whereas earlier airplanes have two. At airplane line
position 1634 (delivered Jan 2005), redundant check valves were added
(bringing the total back up to two per reservoir) to lessen the
probability of fluid entering the air conditioning ducts; retrofit is
accomplished by SB 737-29-1106 Rev 3 (and later revisions).
See Boeing Fleet Team Digest (FTD) article 737NG-FTD-29-04001
for a detailed discussion of the history of design changes to the
reservoir pressurization system.
MAINTENANCE
MANUAL ACTION
No AMM action is planned at this time.
CMC / EICAS
MESSAGE
N/A
EXPORT
COMPLIANCE
STATEMENT
Export of this technology is controlled under the United States Export
Administration Regulations (EAR) (15 CFR 730-774). An export
license may be required before it is used for development, production,
or use by foreign persons from specific countries. The controller of
this data has the individual responsibility to abide by all export laws.
SNH:cmm
Original: Dated: 28 June 2004.
Revision Revised Background to reflect revised design & Recommended Action to add
AMM ref..
Thanks for that comprehensive exposition.
So a combination of overfilled reservoir and defective check valve, then.
Anyone who comes into contact with the stuff has my sympathy, speaking from personal experience.
So a combination of overfilled reservoir and defective check valve, then.
Anyone who comes into contact with the stuff has my sympathy, speaking from personal experience.
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Help....
This medical protocol may help anybody affected by hydraulic fluid / oil smoke:
Medical information
http://www.aerotoxic.org/download/do...ocol031909.pdf
Suggest it is taken to your doctor, as they are often not familiar with the range of apparently 'mysterious' ill health symptoms.
Good luck...
Medical information
http://www.aerotoxic.org/download/do...ocol031909.pdf
Suggest it is taken to your doctor, as they are often not familiar with the range of apparently 'mysterious' ill health symptoms.
Good luck...
