Happened to me (as a young pax) on a British Airtours 707 at Dubrovnik in (I think) 1976. Detached nosewheel clearly visible to us at bounced off into the long grass!

Better to remain silent and be thought a fool than speak and remove all doubt...

What a ridiculous argument. You can't eliminate all the risk, so you don't bother mitigating any.

Let's hope that philosophy doesn't catch on ... :ugh:

From the article: "Leicestershire Police was called by East Midlands Airport to the M1 near to the airport at 9.56am in relation to an aircraft which needed to make an emergency landing."

So it's the airport overreacting rather than the police? Because realistically, what are the police going to say? "Our risk assessment is better than yours, despite not having any info on what's going on with the aircraft"?

So why don't they close the motorway for all aircraft movements just in case? What about the possibility of a single engine aircraft having an engine failure after take off or on the approach?

Absolutely - be careful when you "fix" one problem that you don't generate others!

http://avherald.com/img/orient_thai_...g_160411_3.jpg

Not the first time this has happened. This is a 737-300 which lost a nosewheel last year.

RYR don't have ACARS. Too cheap to pay for it!

Perhaps the Leicestershire Police have a long memory? January 1989 rings a bell.

Nope, different event to the one you saw. This was a nose wheel changed on a night stop and was done by Dan's who did the line maintenance for B-Cal at the time.

Bit of a sense of humour failure day?

As Exup pointed out, possible cause might be something else than clear traditional corrosion spot.

-maint error
-previously damaged threads on axle/nut
-bearing damage
-traditional corrosion on axle
-corrosion/heat damage possible previuous bearing failure
-with heat damage, there is possibility to have problems with axle plating cadmium. Turns problematic with axle steel.
-manufacturing error on overhaul
-hard landing earlier, undetected failure

Time will tell.

Was the a/c operating under a PAN? The use of 'emergency landing' is used for any event where it lands not at planned destination or alternate. Once 'emergency' is released on the airwaves all services sitting bored seem to want 'to be seen to be doing something'.
I remember an event many years ago where a UK a/c shutdown an engine, perhaps even a fire, and diverted to LPL under Mayday. That kicked into action all sorts of unknowns including alerting all hospitals within a radius and calling extra fire brigade from down town. In the subsequent haste to reach the airport the fire engine crashed into an innocent car and the driver as killed. The a/c landed safely and everyone else survived.
I've had various differing advices from airlines about when to use PAN or Mayday. Each seemed to have their own opinions. What we were not told is how ATC & Airfield procedures reacted to each. IMHO that is very relevant information for a captain. I know there were some old dogs who always wanted a Mayday to clear the skies for them. "Who's ever heard of a PAN outside of the classroom". Grump. Others were Mayday first then downgrade; others were wait and see what the condition is after you've actioned the QRH.
In all their advices there was nothing about what the rest of 'the team' were doing in the dark.

There's absolutely no doubt now.
......

RAT5

You raise what is a very topical issue amongst some of my colleagues as to the use of MAYDAY or PAN.
I think you will find that the diversion airfield would declare either FULL EMERGENCY, or possibly AIRCRAFT ACCIDENT IMMINENT. The actual decision would be detailed in their MATS PART TWO (local instructions).
Many moons ago I was an ACTO II with the CAA (now NATS) before leaving for BAeFC
I suspect that the external agencies were alerted and attended. Perhaps a current ATCO can update us as to the current practice.

As for the concept downgrading from MAYDAY to PAN ~ I have search for this in CAP413 and other documents without success.
Cancelling a MAYDAY ~ yes. Downgrade ~ ???

Cancelling a MAYDAY ~ yes. Downgrade ~ ???

Well, like I do with my hotel bookings sometime: book the expensive flexible until I know definitely, then cancel & rebook the cheaper no-refund rate. So if you cancel a Mayday you could always re-declare a PAN.

I have always been curious about a 'FULL' EMERGENCY. It implies there is also a PARTIAL EMERGENCY or a LITTLE BIT OF AN EMERGENCY or an INCY WINCY TINY EMERGENCY.

Is there really written down the term 'FULL' EMERGENCY?

@M.Mouse

https://publicapps.caa.co.uk/docs/33...il%202015).pdf

Section 5, Chapter 7

Happy reading !

Its been a while since I changed either a 1-11 or 737 nose wheel, but do they have a spacer fitted between the wheel and axle hub? :eek:

Mr Mouse

Look at webpage 339 of 468 of MATS part one.


RAT 5

Again I need a current ATCO to confirm this, but when I worked at Glasgow for my aerodrome MER, once the external agencies had been alerted, and they were deploying to the airport, it was not possible to cancel them from attending.

Turin. No spacer between wheel hub & axle, wheel fitted on axle large bush/ washer fitted, torqued to relevant torques, 2 securing screws inserted & wire locked.