BA460 heavy landing on March 12th
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BA460 heavy landing on March 12th
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Leg:
Did he die on the aircraft?
The Police are treating his death as non suspicious, and it seemed to happen on a beach, not on an aircraft.
A shame the gentleman died young, granted, but it doesn't appear related - at least not according to anyone who knows the story.
So, where is the story?
Did he die on the aircraft?
The Police are treating his death as non suspicious, and it seemed to happen on a beach, not on an aircraft.
A shame the gentleman died young, granted, but it doesn't appear related - at least not according to anyone who knows the story.
So, where is the story?
short flights long nights
It amazing how the media can get it so wrong. Just heard on the radio here, that there was a plane crash in Madrid, and bodies are washing up on the beach. 
It's the Express, what do you expect?
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I find it odd that this incident want reported before. If it was so bad, there would have been at least some chatter on social media which would have been picked up by the Daily Fail as this kind of thing is right up their street.
Crew members were signed off sick by a doctor and none have flown since.
The reported injuries included damage to legs, necks, back, vertebrates and the coccyx.
The reported injuries included damage to legs, necks, back, vertebrates and the coccyx.
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Expess has updated the story
The Daily Express has updated this story..........
The Civil Aviation Authority has also confirmed that it has received a Mandatory Occurrence Report, either from a pilot or crew member, which referred to a heavy landing.
Additionally, the Sunday Express has obtained the flight's classified landing report logged on BA's internal systems. The report says: "Variable winds on approach into MAD. Approx 50ft aircraft Rate of Descent (ROD) increased.
"A lot of thrust applied but aircraft landed firmly before ROD could be arrested. All cabin crew complained of back or neck pain. Crew were examined by paramedics on the aircraft who confirmed that they were not fit to operate as crew but were fit to passenger back."
Earlier version
The Civil Aviation Authority has also confirmed that it has received a Mandatory Occurrence Report, either from a pilot or crew member, which referred to a heavy landing.
Additionally, the Sunday Express has obtained the flight's classified landing report logged on BA's internal systems. The report says: "Variable winds on approach into MAD. Approx 50ft aircraft Rate of Descent (ROD) increased.
"A lot of thrust applied but aircraft landed firmly before ROD could be arrested. All cabin crew complained of back or neck pain. Crew were examined by paramedics on the aircraft who confirmed that they were not fit to operate as crew but were fit to passenger back."
Earlier version
Last edited by mross; 4th May 2014 at 11:25. Reason: added link to earlier version of this story
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Key words. "Cremation" and "not suspicious".
Also note... the "doctors passed him fit to fly (pax) but not work".
That's ....nothing serious, have the day off.
The PF. A British Airways "manager".
Don't tell me. Another "do three years in the office and pick your command".
Also note... the "doctors passed him fit to fly (pax) but not work".
That's ....nothing serious, have the day off.
The PF. A British Airways "manager".
Don't tell me. Another "do three years in the office and pick your command".
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There must be more to this. How can all the cabin crew be injured but none of the passengers? I'm not saying they weren't, it just sounds all a bit odd.
Last edited by strake; 5th May 2014 at 10:20. Reason: Clarification.
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Great photo of a "Boeing 767"!
It's the Express, what do you expect?
Of course referring to the online version
Last edited by SimWes; 4th May 2014 at 20:04. Reason: adding online version bit
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Here some factual Engineering Dept based guidance regarding the assessment of hard landings (from the Boeing AMM for the B737-600/700/800/900, though other types will undoubtedly be similar):
It is possible to get the touch-down 'G' from out of the FMC, albeit that very few pilots are taught how to do this, and also that accessing this (ACMS) data is much dependent upon which FMC is installed (e.g. Teledyne or Honeywell).
B) Hard Landing
Reference should be made to the AMM, the most notable point of which is that IT IS THE CAPTAINS DECISION as to whether a hard landing inspection is required, regardless of the peak “G” figure. This is because due consideration needs to be given to aircraft weight, wind, which wheel touched down first, and several other ‘feel’ aspects.
1) The hard landing procedure is for hard landings at any weight.
(a) If the landing is also overweight, the Overweight Landing Conditional Inspection, plus the Hard Landing Conditional Inspection, must be done as defined in the respective procedures. If damage is found in the Phase I Conditional Inspection of either procedure, then both Hard landing and Overweight Landing Conditional Inspection Phase II inspections must be done.
NOTE: for a hard landing that is overweight, the peak recorded vertical acceleration can be significantly less that the G-level thresholds provided for landings at or below the designed landing weight.
NOTE: When both the Hard Landing Conditional Inspection, and the Overweight Landing Conditional Inspection, as defined above, must be done, it is not necessary to do duplicative tasks twice, such as: Landing gear, nacelle struts, fuselage, wing LE fairings, horizontal stab, cargo area, engine inspection, flight controls, etc.
NOTE: for a hard landing that is overweight, the peak recorded vertical acceleration can be significantly less that the G-level thresholds provided for landings at or below the designed landing weight.
NOTE: When both the Hard Landing Conditional Inspection, and the Overweight Landing Conditional Inspection, as defined above, must be done, it is not necessary to do duplicative tasks twice, such as: Landing gear, nacelle struts, fuselage, wing LE fairings, horizontal stab, cargo area, engine inspection, flight controls, etc.
2) The pilot must make a decision if a structural examination is necessary.
(a) If a structural examination is necessary, do the procedure “Phase I Inspection” in this section.
(b) For a landing at or below the maximum design landing weight on airplanes with flight data recording systems capable of at least eight (8) samples per second, the following can be used: An indication of a hard landing on the main landing gear is a peak recorded vertical acceleration that exceeds 2.1 G (incremental 1.1 G). This vertical accelerometer data must be measured by the flight data recorded accelerometer at a data sampling rate of at least eight (8) samples per second. This vertical acceleration G-level threshold is valid for a conventional landing with impact with no more than two (2) degrees of roll, main landing gear touchdown first and normal rotation onto the nose gear. For a hard landing that is a hard nose landing or is accompanied by more than two (2) degrees of roll at the time of main landing gear impact, the recorded peak acceleration can be significantly less than the 2.1. G, but a hard landing inspection may still be necessary.
(c) For a landing at or below maximum design landing weight on airplanes with flight data recording systems capable of at least sixteen (16) samples per second, the following can be used: An indication of a hard landing on the main landing gear is a peak recorded vertical acceleration that exceeds 2.2 G (incremental 1.2 G). This vertical accelerometer data must be measured by the flight data recorded accelerometer at a data sampling rate of at least sixteen (16) samples per second. This vertical acceleration G-level threshold is valid for a conventional landing with impact with no more than two (2) degrees of roll, main landing gear touchdown first and normal rotation onto the nose gear. For a hard landing that is a hard nose landing or is accompanied by more than two (2) degrees of roll at the time of main landing gear impact, the recorded peak acceleration can be significantly less than the 2.1. G, but a hard landing inspection may still be necessary.
(b) For a landing at or below the maximum design landing weight on airplanes with flight data recording systems capable of at least eight (8) samples per second, the following can be used: An indication of a hard landing on the main landing gear is a peak recorded vertical acceleration that exceeds 2.1 G (incremental 1.1 G). This vertical accelerometer data must be measured by the flight data recorded accelerometer at a data sampling rate of at least eight (8) samples per second. This vertical acceleration G-level threshold is valid for a conventional landing with impact with no more than two (2) degrees of roll, main landing gear touchdown first and normal rotation onto the nose gear. For a hard landing that is a hard nose landing or is accompanied by more than two (2) degrees of roll at the time of main landing gear impact, the recorded peak acceleration can be significantly less than the 2.1. G, but a hard landing inspection may still be necessary.
(c) For a landing at or below maximum design landing weight on airplanes with flight data recording systems capable of at least sixteen (16) samples per second, the following can be used: An indication of a hard landing on the main landing gear is a peak recorded vertical acceleration that exceeds 2.2 G (incremental 1.2 G). This vertical accelerometer data must be measured by the flight data recorded accelerometer at a data sampling rate of at least sixteen (16) samples per second. This vertical acceleration G-level threshold is valid for a conventional landing with impact with no more than two (2) degrees of roll, main landing gear touchdown first and normal rotation onto the nose gear. For a hard landing that is a hard nose landing or is accompanied by more than two (2) degrees of roll at the time of main landing gear impact, the recorded peak acceleration can be significantly less than the 2.1. G, but a hard landing inspection may still be necessary.