I just happened to be sitting in a doctor's surgery one morning and picked up a copy of Readers Digest which had the Canadian 757 story, a nice calm day flying over a lake, the captain said "I'm just going to sit here, relax and fish", then one engine shut down, he thought it was a failed fuel pump, then when the second engine stopped, he realised it was fuel starvation, nothing in the manual to say what the glide speed should be, nothing to tell them how to lower the nosewheel manually, panic as they realised they would hit the ground 10 nm short of Winipeg, with Winipeg saying they should fly the aircraft and they'd get them down safely and at their destination too high, doing slips to lose height, landing on the wrong (disused) runway just as the last of the picknickers realised the plane was going to land, they hurriedly shifted their jeep off the tarmac.Boris Koenig wrote:
Ampere K. Hardraade wrote:
We recall the famous Sioux City crash of a DC-10 (UAL Flight 232) in 1989 was flying that way and they barely made it to the runway, forget about go-arounds and safe landings.
[...] Al Haynes' decision to use assymetric thrust to control the
> aircraft (=> "gimli glider")
Ooops, sorry: that (^^^^^^^^) was the wrong one in this context - the "Gimli Glider" was an another piece of impressive flying that ended in Canada on a military airfield and not in Sioux City - but their problem was also related to a loss of hydraulics, specifically because of a lack of FUEL (metric conversion problems ...)
---------- Boris
With both fuel guages not working and the manual saying they should not fly with those conditions, they dipsticked the tanks and chose the wrong conversion, dividing by a fraction instead of multiplying. The steward nervously said he hoped they had enough fuel, but the refueller told him they had enough fuel to reach Vancouver and back.
I have observed that professional pilots have the ability to compound one error on another and another and the cumulative result is a step to disaster. Preparing to do some night flying with the CFI at a Central Florida school, applying power caused a backfire, the CFI raced the engine, said it was just a bit of fouling on a plug and off we went to the check area, I increased power and it backfired again, we went back and got another plane. As an engineer, for me, that decision was a foregone conclusion at the first backfire.
Regards
Sid.
--
Sid Boyce .... Hamradio G3VBV and keen Flyer
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