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Enilria - Chilling New Report on Near 747 Crash
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The UK safety regulator released a chilling new report on a near crash from 2024 of a One Air 747-400 (G-ONEE) which suffered a severe electrical failure on takeoff as rainwater shifted that had accumulated due to an open L1 cargo door during loading.
The flight was to operate London LHR to Hong Kong (HKG) in February 2024, but diverted to Amsterdam (AMS) following a series of related mishaps.
The aircraft suffered numerous electrical issues which began during the takeoff roll and worsened during the climb. These were caused by the loss of AC electrical buses 1 and 4, which resulted in multiple failure messages for the flight crew to manage as well as the loss of all pitot tube heating.
The aircraft began the diversion to AMS.
When a pressurisation issue caused the crew to initiate a descent, the aircraft entered icing conditions and the pitot tubes froze, resulting in all three airspeed indicators indicating an erroneously low airspeed.
Then, the autopilot mis-reacted to the speed indication.
The autopilot remained engaged and pitched the aircraft nose-down to regain indicated airspeed. The pitch reached 7.6° nose-down with an associated 6,240 ft/min descent rate, before the aircraft exited icing conditions, correct airspeed was regained and the autopilot pitched up. The descent had resulted in an 18 kt overspeed.
The pilots also had issues controlling the flaps on landing due to the electrical issue, but landed safely after declaring a MAYDAY. The incident led to airworthiness advisories for improved water protection for the electrical bus and overall handling of water entering through the cargo door.
The UK safety regulator released a chilling new report on a near crash from 2024 of a One Air 747-400 (G-ONEE) which suffered a severe electrical failure on takeoff as rainwater shifted that had accumulated due to an open L1 cargo door during loading.
The flight was to operate London LHR to Hong Kong (HKG) in February 2024, but diverted to Amsterdam (AMS) following a series of related mishaps.
The aircraft suffered numerous electrical issues which began during the takeoff roll and worsened during the climb. These were caused by the loss of AC electrical buses 1 and 4, which resulted in multiple failure messages for the flight crew to manage as well as the loss of all pitot tube heating.
The aircraft began the diversion to AMS.
When a pressurisation issue caused the crew to initiate a descent, the aircraft entered icing conditions and the pitot tubes froze, resulting in all three airspeed indicators indicating an erroneously low airspeed.
Then, the autopilot mis-reacted to the speed indication.
The autopilot remained engaged and pitched the aircraft nose-down to regain indicated airspeed. The pitch reached 7.6° nose-down with an associated 6,240 ft/min descent rate, before the aircraft exited icing conditions, correct airspeed was regained and the autopilot pitched up. The descent had resulted in an 18 kt overspeed.
The pilots also had issues controlling the flaps on landing due to the electrical issue, but landed safely after declaring a MAYDAY. The incident led to airworthiness advisories for improved water protection for the electrical bus and overall handling of water entering through the cargo door.
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