Cityjet Mayday STN
 

Had to hold over STN this morning due to full emergency with a 146 from CityFlyer diverting into STN. Runway was closed for awhile as they could not get off the runway after landing.

When we finally got in we saw it parked on the Bravo's - nothing on AvHerald. Just curious if anyone knows the reason I nearly ended up in Luton.

BA CityFlyer Mayday STN
 

There were 3 today, one of them being an EZY

It was a CityJet RJ85. CityFlyer don't operate them anymore. Aircraft couldn't retract flaps on departure at LCY so had to divert to Stansted for a landing at higher than normal speed.

Mayday! For that? In an RJ!?

I don't believe they declared a mayday although I may be wrong. I believe they just reported issues with the flaps and simply diverted to STN because of the longer runway.

More than a little strange that they could not get off the runway if it was just a flap problem. STN broadcast declared "the full emergency finished" shortly after we switched to ground - sounds a bit more than flap issues non?

the answer ...

Incident: Cityjet RJ85 at London on Apr 9th 2013, flaps problems

A Mayday was declared as there were other issues which presented themselves. Aircraft stopped on runway to be checked out before taxying to stand. The broadcast to cancel the emergency is made on the relevant frequency so that all the involved people know.

You should change the thread title as it plainly had nothing to do with BA Cityflyer.

Don't forget that an ATC "full emergency" can be something very different to an aircraft "mayday".

I recall being very surprised on a visit to STN tower some years ago when I was told that merely mentioning any technical trouble at all, even something as innocuous as "we've got a minor electrical problem" with no urgency declared their reaction is a mandatory "Aircraft Crash Imminent" state which seemed utterly OTT and frankly subverts our PAN/MAYDAY system. Perhaps an ATCer here could illuminate us?

About 15 years ago we diverted into STN with an A300 because the gear would not retract and we had maintenance there. We told ATC that we had 3 greens and there was no problem, however they had lots of emergency vehicles out to greet us.
After landing I spoke to the fire chief and told him that the only problem was that we couldn't get it up. He suggested we use Viagra next time.

If you speak to airport emergency people they will tell you they would rather be called out early and not be required than be called out late to attend a pile of smoking wreckage.

I don't know when your visit was, but I suspect that you may have got the wrong end of the stick! Aircraft accident imminent is only used when the aircraft will land with damage or sustain damage on landing, that is all. Generally if a 'technical problem' is the reason given then we will call a Local Standby. This will involve only the local AFS who will turn out and watch the aircraft land and then have a quick chat to the pilot before standing down. The next level is Full Emergency. This is a more responsive callout and some of the local emergency services will also come in just in case. Then we get to Aircraft Ground Incident, Aircraft Accident Imminent and Aircraft Accident. Basically, all the same but mainly vary according to the stage of flight or movement on the airfield. All bells and whistles as there has been damage sustained or people injured. There are other emergencies too, but this is a simplified view. Generally if a hydraulic problem is reported we will call a full emergency, but if the nose wheel will not extend then aircraft accident imminent is the one.

Hope this very simplified answer helps.

15 years ago? Cut the porkies, dixi! :} :)

The little blue pill has been lifting men since 1998.......

Fair enough! I was younger then... :}

Bloggs.

Just Checked my log book.
31 August 1998 D-ASAA (became G-CEXI) Shannon to Dresden. Diverted to Stansted due unable to retract gear.

I think Viagra was a popular topic of conversation about that time.

Did you conclude that (the new) Viagra would have enabled you to retract the gear? :E

Agaricus,

I stand to be corrected but I believe a lot of the ATC / airport emergency procedures stem from years back when, with less spare power and redundancy, the loss of a hydraulic system or engine was a major issue for a large aircraft. Sadly as aircraft systems and performance have improved, the liability culture seems to have worsened and I suspect few airports would be keen to downgrade their emergency response criteria.

And in no way does it subvert the PAN/MAYDAY system - that's just to get you down safely and as expeditiously as you want. The number of trucks that meet you later is almost a secondary matter, although we appreciate it can be bad PR from the passenger viewpoint. Often, for a "local standby" the AFS will stay at a discreet distance and follow you to stand rather than surround you with excitement and blue light...