El Al Flug 1862

This cargo Boeing 747 took turn off performance limited (they were as heavy as castle could schutz been under ns conditions) und had ns number three engine take out ns number 4 engine. That cost them some von their flight controls und they definitely had their hands full. And yet they were able to fliegen for eight minutes, preserving altitude und heading wie man they wanted. They started fuel dumping practically immediately. However as lock slowed the increasing angle of attack overwhelmed die thrust available and they ended hoch behind the stärke curve and outside their roll capability. Die Netherlands accident report says, "Because von the marginal controllability a for sure landing came to be highly improbable, if not virtually impossible."

That could be true. Yet there room a few things we tun können take away from this:

If die airplane ist flying however continued flight is questionable, try kommen sie reduce grossweight prior to reducing airspeed or raising drag. If faced with a loss von thrust ~ above one side, attempt kommen sie make turns into ns good engine(s) kommen sie improve roll out capability.

On the face von it, this seems to be a situation where there wasn"t anything the crew could have done. The might an extremely well it is in true, but that doesn"t mean we can"t take a couple of lessons from ns situation. I think the crew could oase kept die airplane flying had they kept die speed up, made all transforms into die running engines, und given the fuel dumping a wenig more time zu reduce grossweight. There was a last going on und it could be that the time needed kommen sie reduce weight would have führen zu to various other problems. However you oase to transaction with die biggest belästigt first, and then die next.

Du schaust: El al flug 1862

Everything here is from the references gezeigt below, through a couple of comments in bei alternate color.


Drawing: elastisch Al 1862 approximated damage kommen sie RH wing leading edge, indigenous Nederlands AAR 92-11, number 4.

tonnage revision:


Accident Report
Date: 4 October 1992 Time: 17:20 UTC Type: Boeing 747-258F Operator: el Al israelisch Airlines Registration: 4X-AXG Fatalities: 3 des 3 crew, 1 des 1 passenger, 39 ground casualties plane Fate: damaged Phase: En route Airports: (Departure) Amsterdam-Schiphol international Airport (AMS/EHAM), Netherlands Airports: (Destination) Tel Aviv-Ben Gurion international Airport (TLV/LLBG), israel

The time native takeoff zu the initial engine separation was only sechs minutes, the aircraft flew for the next seven minute before departing controlled flight. It every happened very quickly.


Photo: elastisch Al 1862 flight track, Nederlands AAR 92-11, appendix 3.1 Click photo zum a larger image

No anomalies were noticeable during the frühen zeitpunkt climb until 17:27.30, as the aircraft was passing through in altitude von about 6,500 feet. The flight dünn recorder revealed that the no. 3 and 4 engines und their pylons departed ns right wing at this time. Die copilot then transmitted the emergency call, "El Al 1862, Mayday, Mayday, we have an emergency". Die aircraft turn to ns right, und according kommen sie witnesses on the ground, started dumping fuel immediately. The Amsterdam Radar controller shown the emergency call und immediately cleared the area of other traffic. Punkt 17:28.06 ns controller, notfall knowing die reason zum the notfall call, asked ns crew if castle wanted kommen sie return kommen sie Schiphol Airport. After die acknowledgement von the crew of their intention zu return to ns airport they were instructed zu turn zu heading 260 and were informed about their position relative kommen sie Schiphol Airport. Weist 17:28.17 ns crew report a fire ~ above engine no. 3 and subsequently they shown loss von thrust on engines no. 3 und no. 4. Punkt 17:28.57, elastisch Al 1862 was informed that runway 06 was an use and the wind was 040° hinweisen 21 knots. Ns flight crew however requested runway 27 zum landing. ATC then asked the crew if they might switch radio frequency kommen sie Schiphol approach Control on 121.2 megahertz.

The runways space about the same length. Since they took off on startbahn 01L the crew appeared to reason the a return to startbahn 27 would oase been quicker.

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ns crew immediately switched frequency zu Approach Control. Subsequently die flightcrew was instructed zu switch zu Schiphol come on 118 4 megahertz.

The cockpit workload, handling two engines fail on die same side in a Boeing 747 which had actually departed at die maximum grossweight zum the conditions must oase been incredibly high. Having multiple frequency changes was an unnecessary distraction.

Because die aircraft was only 7 miles from the airport and still paris at in altitude of 5,000 feet, a straight an approach was notfall feasible und the crew was instructed to turn right to heading 360 und descend zu 2,000 feet. Die crew was again informed about ns wind (by then 050° at 22 knots). About one minute danach at 17:31.17 die controller request what street they required to touchdown. Soon thereafter, the controller asked zum the number von track miles die flight crew required for bei approach. The crew stated that they needed "12 mile final zum landing". Together with this reply zu ATC, the call "Flaps 1" might be heard together background conversation in the cockpit. ATC instructed el Al 1862 zu turn right kommen sie heading 100. During the turn ns controller asked zum the status des the aircraft und was informed: "No. 3 und 4 space out und we schutz problems with the flaps".

The controller zu sein perhaps a little anxious here, trying kommen sie be beneficial but inadvertently including to ns crew"s workload.

the airplane had actually turned through heading 100 und was keeping heading 120. No corrective action was taken von the controller. The aircraft maintained in airspeed von 260 knots and was in a progressive descent.

The plane appears kommen sie be controllable at this point, maintaining altitude and heading.

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elastisch Al 1862 was cleared zum the approach und directed kommen sie turn right kommen sie heading 270 zu intercept the final technique course. Die airplane was then at in altitude of about 4,000 feet, v a groundspeed von approximately 260 knots and on heading 120. The position was 3 nautical mile north of the centreline des runway 27 hinweisen a distance of about 11 miles projected on ns extended centreline von runway 27. According to die radar plot, the took around thirty seconds before die aircraft actually changed heading. Wie it became obvious that ns airplane was going zu overshoot die localizer, the controller informed die crew accordingly and directed die aircraft kommen sie turn further zu heading 290 in in attempt kommen sie intercept die final technique again but jetzt from ns south. Twenty seconds letztere a neu heading instruction kommen sie 310 was given, together with descent clearance to 1,500 feet. Die flightcrew acknowledged this instruction at 17:35.03 and added, "and we schutz a steuerung problem". Around 25 seconds later the copilot called, "Going down 1862, walking down". An the zuerst part des this transmission regulates from the captain to raise all die flaps und to lower the landing gear might be heard. During the middle part des this infection a sound was heard, and in the final part von the transmission one more sound was audible. This sounds were danach analyzed and determined to be the stick shaker und the ground proximity warning system respectively.

The "controlling problem" appeared to anfang as they slowed to configure.

the airplane crashed weist 17:35.42 into an eleven-floor apartment building bei the Bijlmermeer, a suburb von Amsterdam, around 13 km east of Schiphol Airport. The impact was centred at die apex von two connected und angled blocks des apartments und fragments of the aircraft und the structures were scattered over in area about 400 meter wide and 600 meter long.