Wasp incident on EY
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Wasp incident on EY
Planeinsight has tweeted something about an incident with an EY aircraft involving wasps.
Aircraft coming out of Brisbane.
The link is apparently overwhelmed.
Anyone know anything?
Aircraft coming out of Brisbane.
The link is apparently overwhelmed.
Anyone know anything?
Last edited by wild goose; 28th Feb 2014 at 15:44.
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Incident: Etihad A332 at Brisbane on Nov 21st 2013, "we lost our airspeed"
A little search would have found it!
A little search would have found it!
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The title is a bit of an exaggeration:
Passenger jet grounded by two-hour insect attack ? The Register
Passenger jet grounded by two-hour insect attack ? The Register
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If this crew did indeed suffer a genuine airspeed indication failure then they did a superb job getting back on the ground safely. Looks like they knew their pitch/power numbers and saved the day. Think how many instances there have been where this situation has proved fatal.
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Mud dauber wasps are famously active in the US, and elsewhere; the simple precaution of the red flagged cover over the pitot tube must be difficult to practice if the first officer has to climb up a ladder to Remove Before Flight....
Recent National Geographic broadcast on Captain's ASI malfunction that led to Captain's confusion and loss of the aircraft traced the disaster to the humble mud dauber, the crew in this case did well to return to base. Not enough runway to abort, evidently.
Recent National Geographic broadcast on Captain's ASI malfunction that led to Captain's confusion and loss of the aircraft traced the disaster to the humble mud dauber, the crew in this case did well to return to base. Not enough runway to abort, evidently.
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Much faster fault finding, nowadays !
We took 48 hours, but needed an Engineer sent from base because we did not know what our problem was... back in 1969.
( See " 100kt RTO for Airbus" 20 Jul 2013 #17 )
An engineering modification might blow the bugs out... but needs thought. (Access to Pitots may need ladders.)
We took 48 hours, but needed an Engineer sent from base because we did not know what our problem was... back in 1969.
( See " 100kt RTO for Airbus" 20 Jul 2013 #17 )
An engineering modification might blow the bugs out... but needs thought. (Access to Pitots may need ladders.)
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History repeats
The same thing happened nearly 10 years ago to SQ in Brisbane.
The wasps nest in the Aerobridges and its just a short trip for them out to the pitot tubes.
BACL was supposed to fumigate the aerobridges to erradicate the wasps.
I guess somebody forgot about it, or cost cutting stopped the pest exterminator?
The wasps nest in the Aerobridges and its just a short trip for them out to the pitot tubes.
BACL was supposed to fumigate the aerobridges to erradicate the wasps.
I guess somebody forgot about it, or cost cutting stopped the pest exterminator?
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"Thrust set"
Mentally - speed, speed, speed (4th speed if HUD equipped)
Verify all 3/4 airspeed indications agree.
"80 kts". Verified but already checked.
It's done very quickly and before 80 kts(approaching autobrake RTO trigger speed)
Mentally - speed, speed, speed (4th speed if HUD equipped)
Verify all 3/4 airspeed indications agree.
"80 kts". Verified but already checked.
It's done very quickly and before 80 kts(approaching autobrake RTO trigger speed)
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Very similar incident occurred on a B752 out of Accra, Ghana in 2009 (bugs blocked pitot):
http://www.skybrary.aero/bookshelf/books/1022.pdf
Very nasty, good job, well done guys..
http://www.skybrary.aero/bookshelf/books/1022.pdf
Very nasty, good job, well done guys..
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Bugs on Guam
This reminds me of the mud wasps during our time in Guam during the 60's we had all kinds of airspeed problems but putting covers on the pitot tubes sorted that but then the little pests started on the PT2 probes in the inlets of our 8 engine B-52's it was common to have to depanel cowlings and blow out lines on many many a/c remember we flew 30 at a time with 8 engines then 30 KC135's with 4 it was a nightmare. So the battle goes on but covers do help on the pitot tubes.
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Both EY aircraft appear to have been on the ground for less than an hour, which makes the fitting and removal of Pitot covers less practical, if Mud Daubner wasps are eager to make a " home".
I am no expert in their choices (someone may be). Whether they prefer or reject certain colours or smells could be factor in choosing to "paint" the front of a Pitot tube with that colour. Or a special shade, might be relevant.
( Birgenair had been without Pitot covers for some days in 1996. My Britannia had had both Pitots covered for our 24 hour stay in KIN in 1969.)_
( Swarming honey bees are somewhat choosy about where to settle. And when settled, can be gathered in a skep !)
I am no expert in their choices (someone may be). Whether they prefer or reject certain colours or smells could be factor in choosing to "paint" the front of a Pitot tube with that colour. Or a special shade, might be relevant.
( Birgenair had been without Pitot covers for some days in 1996. My Britannia had had both Pitots covered for our 24 hour stay in KIN in 1969.)_
( Swarming honey bees are somewhat choosy about where to settle. And when settled, can be gathered in a skep !)
Air Nauru had a take off problem at night on Nauru in the 1980's. Both PT2 inlet probes were blocked by a combination of insects and phosphate dust. This resulted in erroneous over-reading of the take off EPR gauge needles.
While this problem had occurred on previous occasions to one engine and was easily spotted from EPR readings, the incident described occurred to both engines simultaneously.
When toward the end of the take off roll it became obvious the 737-200 was not going to get airborne before the end of the runway, and the erroneous EPR was not suspected during the take off roll, the captain immediately fire-walled both thrust levers and was able to get airborne at VR minus 15 knots. With the end of the runway only 15 metres from a cliff, rubble from phosphate rock deposits on the cliff top, was blown back over the runway.
It was a close shave and a black hole climb-out and the captain did a good job of firewalling the engines with no harm to the engines, as it turned out.
While this problem had occurred on previous occasions to one engine and was easily spotted from EPR readings, the incident described occurred to both engines simultaneously.
When toward the end of the take off roll it became obvious the 737-200 was not going to get airborne before the end of the runway, and the erroneous EPR was not suspected during the take off roll, the captain immediately fire-walled both thrust levers and was able to get airborne at VR minus 15 knots. With the end of the runway only 15 metres from a cliff, rubble from phosphate rock deposits on the cliff top, was blown back over the runway.
It was a close shave and a black hole climb-out and the captain did a good job of firewalling the engines with no harm to the engines, as it turned out.