Aer Lingus From Ireland, joined May 2000, 1584 posts, RR: 0 Posted (15 years 4 weeks 2 hours ago) and read 2301 times:
A UPS 747-100 was involved in a dramatic landing at Dublin Airport, Ireland. The aircraft had undergone heavy maintanence at the FLS hangar and was on a test flight when the pilot reported several avionics malfunctions, most notably the airspeed indicator. The aircraft was forced to circle the airport and requested that ATC would assist him in his approach. The aircraft eventually landed safely on R28 at speeds, according to a local newspaper, approaching 250kts.
I think that's a little ridiculous, the speed more likely being around 190 KIAS. Prove me wrong though !
Big777jet From , joined Dec 1969, posts, RR:
Reply 2, posted (15 years 4 weeks 1 hour ago) and read 2154 times:
Absolutely right, the same my question, where is the back up speed indicator? It is on right side of captain's panel just close to engine gauges on left side. Maybe, he forgot about it and he freak it out! hahaha Good thing not about to crash or mistake.
Turbulence From Spain, joined Nov 1999, 963 posts, RR: 19
Reply 4, posted (15 years 3 weeks 6 days 14 hours ago) and read 2076 times:
If he forgot the bckup speed indicator being a test pilot, maybe he should stop being a test pilot. Tests are made because things can fail, and a test pilot should be prepared for these situations.
If the backup was also malfunctioning, a speed slightly above usual is not that bad, specially on an empty craft. By the way, latest approach and final speeds at BCN for landing are more of the range of 160 kts. This is the suggested for intercepting ILS, and sometimes, if there's a prop immediately before, even lower. But ATC can figure out speed, too, so, many times we should be VERY PRUDENT before taking for absolutely certain some press infos...
Iainhol From , joined Dec 1969, posts, RR:
Reply 5, posted (15 years 3 weeks 6 days 7 hours ago) and read 2044 times:
Of course he did not forget about the other gauge. This is a 747-100 so it does not have teh back up ones you are talking about the FO has one infront of him and the Capt. has one infront of him. It probably was not to do with the gauge but the whole system!
PS Also he is not a test pilot any pilot can test a plane after maintenance!
Kaitak From Ireland, joined Aug 1999, 12905 posts, RR: 34
Reply 6, posted (15 years 3 weeks 6 days 7 hours ago) and read 2039 times:
Two things need to be pointed out here; firstly, and correct me if I'm wrong, there is a captain's ASI and a first officer's ASI; where's the back-up? If one is found to be malfunctioning, there is a problem as to which one you trust, but you also work on the side of being cautious. Approach too fast and you may burst a few tyres; approach too slowly and you run a risk of a low level stall, which may be very difficult to recover from - and you risk landing on the Santry Bypass*, which would not be terribly popular.
(*The main road leading from the city to the airport - it's actually a 3 lane (each direction) highway).
CX flyboy From Hong Kong, joined Dec 1999, 6705 posts, RR: 55
Reply 7, posted (15 years 3 weeks 6 days 6 hours ago) and read 2027 times:
Cathay had it's own incident when the new Spirit Of Hong Kong (The one with the kids all over it) 747-400 was just painted and delivered back to HKG from Xiamen. There was a major computer problem, and all systems were flashing on and off, with practically no reliable instrument readings. This included the standbys. The Captain that flew it back was fairly new to the -400, but had loads of experience on the -200. He flew with power and attitude settings he felt were correct and flew the aircraft safely to Hong Kong.
Granted he had experience, but any pilot with some experience should be able to fly the aircraft with certain power and attitude settings and everything should be about right. No need whatsoever to fly anywhere near to 250kts on finals!!!