Old B747SP incident in Buenos Aries
Thread Starter
Old B747SP incident in Buenos Aries
After dinner with friends last night the gentleman told me about a flight he made out of BA - (destined for NY I think) On takeoff they lost two to on one side, in addition to flap damage due to heavy bird strikes..
It became a serious challenge to maintain control of the very heavy aircraft, reconfigure fuel weights and dump until they were down to weight. As I understand it at one point a third engine also lost power but was recovered, The guy sitting next to my friend in First was a senior executive with overall responsibility for flight safety and ops responsibilities for an American Airline, He very quickly became convinced that they were going down but did not choose to tell my friend the bad news not knowing what his reaction would be.
After some five hours of flying around getting reconfigured and discussing potential outcomes, they returned to make a safe landing back at BA. The now "two best friends" met up for a further two days of de-stressing and at that time, he gave my friend the news that during the flight he was convinced they were not going to make it. Said friend I understand was quite happy not to have known the potential outcome.
Now here's the sting, I can find no reference to this incident and I have looked in the PPrune archive, on various websites, and on the NTSB web site (I think Panam was mentioned) and date in the 1980's possibly around 1985. and found nothing.
Does anyone have any knowledge of said incident? or information, possibly a report?, I understand that certain issues of this type could be buried in the long grass by certain airlines not wanting bad publicity, who knows. I will be seeing my friend in a few days time and I might have a little more detail, but as a starter for 10, here we are. I would like to continue our discussion with a little more knowledge since he seems to be laying something to rest.
Your mission, should you accept it, etc, etc....
With thanks,
IG
It became a serious challenge to maintain control of the very heavy aircraft, reconfigure fuel weights and dump until they were down to weight. As I understand it at one point a third engine also lost power but was recovered, The guy sitting next to my friend in First was a senior executive with overall responsibility for flight safety and ops responsibilities for an American Airline, He very quickly became convinced that they were going down but did not choose to tell my friend the bad news not knowing what his reaction would be.
After some five hours of flying around getting reconfigured and discussing potential outcomes, they returned to make a safe landing back at BA. The now "two best friends" met up for a further two days of de-stressing and at that time, he gave my friend the news that during the flight he was convinced they were not going to make it. Said friend I understand was quite happy not to have known the potential outcome.
Now here's the sting, I can find no reference to this incident and I have looked in the PPrune archive, on various websites, and on the NTSB web site (I think Panam was mentioned) and date in the 1980's possibly around 1985. and found nothing.
Does anyone have any knowledge of said incident? or information, possibly a report?, I understand that certain issues of this type could be buried in the long grass by certain airlines not wanting bad publicity, who knows. I will be seeing my friend in a few days time and I might have a little more detail, but as a starter for 10, here we are. I would like to continue our discussion with a little more knowledge since he seems to be laying something to rest.
Your mission, should you accept it, etc, etc....
With thanks,
IG
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It's not your one but has a lot of similarities with the PeopleXpress B747-200 ex EGKK in the early 80's which had very similar issues at Vr, 2 engines on port side stalling and 3rd flaming, and got almost within treetop height of Russ Hill just west on Rwy26, whilst dumping everything it could. Unbelievable airmanship from the crew to save it. I saw it taxi out but didn't see the ensuing near disaster.
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Here's a link to a website devoted to the B-747SP. I'm not familiar with that particular website, but it may be a good starting point for your search. Good luck and let us know what you find out.
The link: https://www.747sp.com/
Cheers,
Grog
The link: https://www.747sp.com/
Cheers,
Grog
I would have access to anything like that if the facts were even partially correct. Since I don't recall in my mind anything that matches I don't want to waste a lot of time.
Can you at least provide a couple of guaranteed facts and I'll tell you if the data is recorded against them
Can you at least provide a couple of guaranteed facts and I'll tell you if the data is recorded against them
Pan Am to JFK sounds more likely.
Aerolineas did fly a single 747SP for 10 years, but it appears to have been most often used to MIA and LAX rather than JFK.
Edit: No, AA's 1987 timetable does show the SP serving JFK.
Aerolineas did fly a single 747SP for 10 years, but it appears to have been most often used to MIA and LAX rather than JFK.
Edit: No, AA's 1987 timetable does show the SP serving JFK.
It's not your one but has a lot of similarities with the PeopleXpress B747-200 ex EGKK in the early 80's which had very similar issues at Vr, 2 engines on port side stalling and 3rd flaming, and got almost within treetop height of Russ Hill just west on Rwy26, whilst dumping everything it could. Unbelievable airmanship from the crew to save it. I saw it taxi out but didn't see the ensuing near disaster.
Events of that type meant much tougher requirements for inlet performance at high angles of attack for the 767 and for the 747 re-engine with the JT9D-7R4G2.
I have a vague recollection of 'coffee pot' discussion of an event that sounds like this one - what my coworkers described was an over-rotation on takeoff - inlet separation cause 3 engines to surge (two unrecoverable), they circled around while dumping fuel and landed.
Events of that type meant much tougher requirements for inlet performance at high angles of attack for the 767 and for the 747 re-engine with the JT9D-7R4G2.
Events of that type meant much tougher requirements for inlet performance at high angles of attack for the 767 and for the 747 re-engine with the JT9D-7R4G2.
I recall (subject to the official report) The investigation showed that most of the engines were heavily worn with little EGT margin (as purchased from PE by CO). The FDR showed the crew over pitched the aircraft after the first engine quit (nonresponsive in an engine stall condition). The other engines continued to operate during the turnback but likely may have experience a short powerloss while pitched up.
I have seen clips from that video in the public arena since then.
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I recall (subject to the official report) The investigation showed that most of the engines were heavily worn with little EGT margin (as purchased from PE by CO). The FDR showed the crew over pitched the aircraft after the first engine quit (nonresponsive in an engine stall condition). The other engines continued to operate during the turnback but likely may have experience a short powerloss while pitched up.
https://assets.publishing.service.go...989_N605PE.pdf
The official AAIB report ('I have the honour to be Sir your obedient servant' etc.) is here:
https://assets.publishing.service.go...989_N605PE.pdf
https://assets.publishing.service.go...989_N605PE.pdf
Thread Starter
After meeting my friend this morning I know a little more.
a) It was definitely PANAM
b) Definitely an "SP"
c) Definitely Buenos Aires to JFK
d) After checking with SWMBO, he has stated that it is now definitely in the late '79 to early 1980 timeframe
e) The passenger sitting next to him was a KLM Executive expert, who was subsequently called to provide input to an internal enquiry. Possibly under non-disclosure? (My thoughts here)
I don't know whether I will be able to push for too much more info, his description of the event has obviously burnt a mark on his memory, but it has tweaked my interest.
Thanks for all the help so far, he was really appreciative of the feedback from this site since not a great deal of the "What and Why" appears to have been communicated with the SLF.
Thanks,
IG
a) It was definitely PANAM
b) Definitely an "SP"
c) Definitely Buenos Aires to JFK
d) After checking with SWMBO, he has stated that it is now definitely in the late '79 to early 1980 timeframe
e) The passenger sitting next to him was a KLM Executive expert, who was subsequently called to provide input to an internal enquiry. Possibly under non-disclosure? (My thoughts here)
I don't know whether I will be able to push for too much more info, his description of the event has obviously burnt a mark on his memory, but it has tweaked my interest.
Thanks for all the help so far, he was really appreciative of the feedback from this site since not a great deal of the "What and Why" appears to have been communicated with the SLF.
Thanks,
IG
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The official AAIB report ('I have the honour to be Sir your obedient servant' etc.) is here:
https://assets.publishing.service.go...989_N605PE.pdf
https://assets.publishing.service.go...989_N605PE.pdf
After meeting my friend this morning I know a little more.
a) It was definitely PANAM
b) Definitely an "SP"
c) Definitely Buenos Aires to JFK
d) After checking with SWMBO, he has stated that it is now definitely in the late '79 to early 1980 timeframe
e) The passenger sitting next to him was a KLM Executive expert, who was subsequently called to provide input to an internal enquiry. Possibly under non-disclosure? (My thoughts here)
I don't know whether I will be able to push for too much more info, his description of the event has obviously burnt a mark on his memory, but it has tweaked my interest.
Thanks for all the help so far, he was really appreciative of the feedback from this site since not a great deal of the "What and Why" appears to have been communicated with the SLF.
Thanks,
IG
a) It was definitely PANAM
b) Definitely an "SP"
c) Definitely Buenos Aires to JFK
d) After checking with SWMBO, he has stated that it is now definitely in the late '79 to early 1980 timeframe
e) The passenger sitting next to him was a KLM Executive expert, who was subsequently called to provide input to an internal enquiry. Possibly under non-disclosure? (My thoughts here)
I don't know whether I will be able to push for too much more info, his description of the event has obviously burnt a mark on his memory, but it has tweaked my interest.
Thanks for all the help so far, he was really appreciative of the feedback from this site since not a great deal of the "What and Why" appears to have been communicated with the SLF.
Thanks,
IG
Could be PA N739. Had 2 in less than a month, dual engine bird ingestions, one event in IST and one in EZE. Single IFSD, not a big deal except to the birds.
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I think you're being a bit harsh on the poor old beast...LHR-MIA was definitely "doable" on most typical days on a 747-100 without resorting to reclearance but there often wasn't much to spare in the way of weight. The -200 with RR engines would do the likes of LHR -SEA and, with, reclearance LHR-NRT non-stop.
You are right though, the -400 was a game changer and helped usher in "Ultra" Long haul..
I doubt that the subject description in the OP is in the recorded data, other than the ice cubes in a drink