Post by MikeBogh on Dec 17, 2004 10:16:57 GMT -7
Hideho all,
Found this interesting, but the 10 charachter limit means that I HAVE TO POST IT IN 2 THREADS..
I thought you all might like to read this. Incredible!
>I know you all heard the story of the DHL Plane that was hit by a
>missile coming out of Baghdad last year, and returned safely - But >did
>you realize what a close thing it was??? I hadn't! What a story!!
>Capt. Al Haynes is no longer the only guy to fly a transport >category
>aircraft by thrust alone - Perhaps they had Sioux City in mind as >they
>Quickly RE-Learned how to fly!
>
>
>Here's the Story from Aero-News.net......
>
>2003 Hugh Gordon-Burge Trophy Awarded to DHL Flight Crew Prestigious
>award given to crew of Airbus hit by missile as
>they were leaving Baghdad
>
>The Guild of Air Pilots
>and Air Navigators, a British organization formed in 1929, promotes
>air safety by presenting trophies and other awards for outstanding
>performance in aviation by individuals or organisations. The Hugh
>Gordon-Burge Memorial Award is given to the Captain, a member
>of a flight deck crew, or a cabin attendant whose actions
>contribute outstandingly by the saving of his/her aircraft or
>passengers, or made a significant contribution to future air
>safety.
>
>The Guild has awarded
>the 2003 Hugh Gordon-Burge Award to Captain Eric Gennotte, First
>Officer Steeve Michielsen and Flight Engineer Mario Rofail. All
>three work for DHL. The text of the award is transcribed here,
>verbatim.
>
>On 22nd November 2003, a DHL A300 B4 had been airborne from
>Baghdad Airport for just over 3 minutes when the calm in the
>cockpit was shattered by the sound of a loud bang. At about 8,000ft
>an explosion was heard, followed by a cacophony of aural warnings
>and visual displays showing a master warning on all flight
>controls.
>
>Unbeknown to the crew at that time, the aircraft had been
>struck by a missile. The Flight Engineer, Mario Rofail, called that
>the green and yellow hydraulic systems were lost, and as he started
>preparing for the double hydraulic loss emergency checklist
>procedure the Captain, Eric Gennotte, announced that he was having
>difficulty controlling the aircraft. The First Officer, Steeve
>Michielsen, tried unsuccessfully to assist the Captain to try and
>regain control. The F/E then announced that the third hydraulic
>system was lost as well.
>
>At that point the crew
>realised that there was little likelihood that the flight controls
>would become functional again. There was no emergency checklist or
>procedure to help them recover from this scenario. The situation
>appeared hopeless and they were very much on their own.
>
>The aircraft was without conventional pilot input. The stick
>and rudder were ineffective. The flight control surfaces deprived
>of their hydraulic muscle, were aligned with the airflow (hinge
>moment zero).
>
>The configuration was frozen:
>1) Slats and flaps could not be extended
>2) Spoilers were no longer controllable
>3) The position of the horizontal stabiliser could not be
>adjusted. It was and continued to remain at the trim position for
>215 Knots with climb thrust. (This setting was to pose particular
>challenges for the crew as they attempted to stabilise the aircraft
>for an approach descent profile)
>
>A state of emergency was declared by Steeve to ATC. The crew
>was told that the left engine was on fire. Mario advised his fellow
>crew members that this was not possible since all engine
>indications and fire warning systems were normal. However, with no
>hydraulics and a fire visible from the left wing he knew the
>aircraft was seriously damaged.
>
>The tension was extreme on the flight deck. The 'sense
>of disbelief' was felt by all the crew members.
>
>Eric announced that they could control the pitch attitude by
>adjusting thrust. Then began a learning period during which Eric,
>Steeve and Mario, discovered how to control the pitch by modulating
>thrust. Initially the thrust lever movements were large and
>essentially symmetrical, and the aircraft thus continued a wide,
>unsteady, 360 degree turn to the left.
>
>The crew found that they could effectively stop the climb by
>reducing thrust, which caused an initial airspeed decrease whilst
>the nose dropped, but then the airspeed started to
>increase.
>
>They had to cope with this apparent paradox, due to the
>change in pitching moment that could not be corrected by the jammed
>horizontal stabiliser. The initial climb at 215 knots was changed
>into a shallow controlled descent by reducing thrust, leading to an
>unavoidable speed increase: Between 10,000 and 5,000 feet, IAS
>varied between 270 and 290 knots.
>
>At that time Eric ordered the extension of the landing gear
>by the emergency gravity extension procedure, even though the speed
>exceeded the maximum allowed for landing gear extension.
>
>Mario successfully manually extended the gear. It made a lot
>of noise since the gear doors remained open. The extended gear
>provided additional drag, which helped stabilise the aircraft. This
>was the only means to bring the speed back towards 210 knots. The
>decision to extend the gear so early on proved to be a vital
>decision.
>
>With the aircraft controllable in pitch around level flight
>and at a speed compatible with landing, Eric, supported by Steeve
>and Mario, set about learning to control the direction of
>flight.
Found this interesting, but the 10 charachter limit means that I HAVE TO POST IT IN 2 THREADS..
I thought you all might like to read this. Incredible!
>I know you all heard the story of the DHL Plane that was hit by a
>missile coming out of Baghdad last year, and returned safely - But >did
>you realize what a close thing it was??? I hadn't! What a story!!
>Capt. Al Haynes is no longer the only guy to fly a transport >category
>aircraft by thrust alone - Perhaps they had Sioux City in mind as >they
>Quickly RE-Learned how to fly!
>
>
>Here's the Story from Aero-News.net......
>
>2003 Hugh Gordon-Burge Trophy Awarded to DHL Flight Crew Prestigious
>award given to crew of Airbus hit by missile as
>they were leaving Baghdad
>
>The Guild of Air Pilots
>and Air Navigators, a British organization formed in 1929, promotes
>air safety by presenting trophies and other awards for outstanding
>performance in aviation by individuals or organisations. The Hugh
>Gordon-Burge Memorial Award is given to the Captain, a member
>of a flight deck crew, or a cabin attendant whose actions
>contribute outstandingly by the saving of his/her aircraft or
>passengers, or made a significant contribution to future air
>safety.
>
>The Guild has awarded
>the 2003 Hugh Gordon-Burge Award to Captain Eric Gennotte, First
>Officer Steeve Michielsen and Flight Engineer Mario Rofail. All
>three work for DHL. The text of the award is transcribed here,
>verbatim.
>
>On 22nd November 2003, a DHL A300 B4 had been airborne from
>Baghdad Airport for just over 3 minutes when the calm in the
>cockpit was shattered by the sound of a loud bang. At about 8,000ft
>an explosion was heard, followed by a cacophony of aural warnings
>and visual displays showing a master warning on all flight
>controls.
>
>Unbeknown to the crew at that time, the aircraft had been
>struck by a missile. The Flight Engineer, Mario Rofail, called that
>the green and yellow hydraulic systems were lost, and as he started
>preparing for the double hydraulic loss emergency checklist
>procedure the Captain, Eric Gennotte, announced that he was having
>difficulty controlling the aircraft. The First Officer, Steeve
>Michielsen, tried unsuccessfully to assist the Captain to try and
>regain control. The F/E then announced that the third hydraulic
>system was lost as well.
>
>At that point the crew
>realised that there was little likelihood that the flight controls
>would become functional again. There was no emergency checklist or
>procedure to help them recover from this scenario. The situation
>appeared hopeless and they were very much on their own.
>
>The aircraft was without conventional pilot input. The stick
>and rudder were ineffective. The flight control surfaces deprived
>of their hydraulic muscle, were aligned with the airflow (hinge
>moment zero).
>
>The configuration was frozen:
>1) Slats and flaps could not be extended
>2) Spoilers were no longer controllable
>3) The position of the horizontal stabiliser could not be
>adjusted. It was and continued to remain at the trim position for
>215 Knots with climb thrust. (This setting was to pose particular
>challenges for the crew as they attempted to stabilise the aircraft
>for an approach descent profile)
>
>A state of emergency was declared by Steeve to ATC. The crew
>was told that the left engine was on fire. Mario advised his fellow
>crew members that this was not possible since all engine
>indications and fire warning systems were normal. However, with no
>hydraulics and a fire visible from the left wing he knew the
>aircraft was seriously damaged.
>
>The tension was extreme on the flight deck. The 'sense
>of disbelief' was felt by all the crew members.
>
>Eric announced that they could control the pitch attitude by
>adjusting thrust. Then began a learning period during which Eric,
>Steeve and Mario, discovered how to control the pitch by modulating
>thrust. Initially the thrust lever movements were large and
>essentially symmetrical, and the aircraft thus continued a wide,
>unsteady, 360 degree turn to the left.
>
>The crew found that they could effectively stop the climb by
>reducing thrust, which caused an initial airspeed decrease whilst
>the nose dropped, but then the airspeed started to
>increase.
>
>They had to cope with this apparent paradox, due to the
>change in pitching moment that could not be corrected by the jammed
>horizontal stabiliser. The initial climb at 215 knots was changed
>into a shallow controlled descent by reducing thrust, leading to an
>unavoidable speed increase: Between 10,000 and 5,000 feet, IAS
>varied between 270 and 290 knots.
>
>At that time Eric ordered the extension of the landing gear
>by the emergency gravity extension procedure, even though the speed
>exceeded the maximum allowed for landing gear extension.
>
>Mario successfully manually extended the gear. It made a lot
>of noise since the gear doors remained open. The extended gear
>provided additional drag, which helped stabilise the aircraft. This
>was the only means to bring the speed back towards 210 knots. The
>decision to extend the gear so early on proved to be a vital
>decision.
>
>With the aircraft controllable in pitch around level flight
>and at a speed compatible with landing, Eric, supported by Steeve
>and Mario, set about learning to control the direction of
>flight.