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737-300, en-route NCL-PMI, headlines bit extreme!

can't insert the link, but check out "terror at 33,00ft"

Answer = nothing.

Good God quite the most sensationalist article I have ever ever seen:

I have had this happen to me, complete non event, that was in a 320 which is double layered, isn't a 737 triple layered so even more of a non event?

"jolted to the left" - surely not a result of the windscreen cracking!!! possibly the most exaggerated article I've ever read.

In these cases where the Media clearly take over the story and turn the incident into a major drama why on earth do we give such Journalists and their articles "Airtime" on PPRuNe ..... :confused:

I sometimes wonder if PPRuNe are giving them a larger Internet readership than their own Newspaper/journal .... :(

Hi,

I'm not a professional pilot (only a recreational one) so I'm talking out of ignorance, but...

Why did the flight crew decide to make an unscheduled landing in France (or an "emergency landing" as the newspaper put it) in such case?

Announcing to the passengers that the windscreen has cracked can cause some of them to panic and do stupid (and very dangerous) things. Doesn't such danger from passengers outweigh the danger of carrying on to the final destination without telling anyone?

I can not speak for the Boeing but in the Airbus the checks tell you to decend to (I think) FL230. In which case you might not have enough fuel to continue. Once on the ground though you are probably in a "no despatch" situation.

The 737-300 can require an altitude as low as 13,000 feet, depending on which window and how it has cracked. Almost certainly a landing asap is a good idea and of course you might not be able to see very well as well!

I think this one can go to Spectators':)

Don't know about the 737/320 but the 330/340 can go for upto 10 flts with a crack in the outer layer, 747-200/400 1 flt only. Upto the Capt of course, I have dispatched about 3 or 4 in 20+ years with a cracked windscreen.

130.4 - Here's rough guess. You get a problem with the window, you read the checklist and probably find out that you get a speed restriction and have to avoid icing conditions. The more knowledgable Boeing drivers will, I'm sure, put me right. Then, as you have no imminent danger, consider other any operational aspects and then ask the company what they would prefer. Thomson, being a fairly nifty operator, determined that Bordeaux would be a good place for a rescue, the crew agreed and diverted there, "tuit suite".

Of course, I could be totally wrong. Maybe they were about to tailspin or something and the mobile childerens school, church, hospital and old people's home were all on their way to the scene of the impending crash.

PM

This is the Code Of Conduct as set out by the Press Complaints Commission.

This article breaks the code of conduct a number of times.

Do you think that the press get away with it all the time because nobody ever complains and that if we all complained more then we would get more accurate reporting as a matter of course?

130.4:

You've been given all the answers but I have to say that your question is a very good one and I like it very much. I wonder if your thoughts are an example of "lateral thinking" (a term I still fail to grasp) but I very much think so.

In a pressurised commercial aeroplane, on an outbound leg, the crew probably did only have one choice. Then perhaps to please the passangers, they may have chosen to lie to them about the cause but it would not have worked anyway. Prooved.

Gliding makes you a different operator, but not a different pilot!

Welcome,

FD
(the un-real)

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Can anyone throw any light on this one ? On Sat 28th a fellow pilot was listening in to Bristol Radar. He picked up references to a Dash 8 making 'a glide approach from 20 miles'. The a/c landed safely, and vacated the runway to taxiway Foxtrot(steering okay then) but was unable to taxi, and had to be towed to the stand. We believe the flight was Air South West WOW320, Manchester-Bristol. .

Double eng out?:bored: :\ :{ :uhoh: :uhoh: :uhoh:

Hopefully not as described but if so, bloody well done to the crew!:ok:

I can't find any additional information about this, but would be most interested in learning more if there is any more to be learned.

The most recent thing I can find regarding a Dash 8 emergency is at Manchester and is dated September 26, and is about the loss of an exhaust baffle from #2 and vibration due to prop-shaft bearing wear.

The same article refers to the airframe as a "passenger jet," and then goes on to describe its propellers. So, who can say that a single word is accurate? Oh, the media and aviation, where will it all end?

If there was a double engine out aboard that flight ~ 20 miles out ~ that was some nifty flyin'.

What glide slope / altitude from 20 miles out would be reqd for this? in optimum conditions

I echo Strepsils sentiments

I just landed when the Air Southwest came in with a problem. Could not work out what the problem was other than they said they were not able to taxi and they requested a tug to pull them on to stand but I think that was not required after, didn't see a tug attached to them and both engines were working. Possible faulty indication.

Working at Bristol I would have heard of anything anywhere as near as serious as an engine failure..but nothing. Probably something that has been escalated....:ok:

i believe it has a hyd problem, leak from no2 engine area. not sure abt the glide app. maybe a slip on the rt under high work load. ie "on the glide for 27r" could mean on the glide slope for 27r, or oh **** both engines are out and we're gliding for 27r.

engine out GS
 

if the normal power on is 300ft per nautical mile, and in my toy jet I can make a dead stick landing from double the normal approach profile, lets assume 600ft per nautical mile.

SO: 20 miles is about 12000 ft. This is sublect to the actual speed at the 20 mile point, if above the best L/D speed, then less altitude needed.

SilverS