|Title:||Hydraulic failure and smoke emergency, BAe 146-300, G-UKHP|
|Micro summary:||This BAe 146-300 experienced a hydraulic failure, smoke emergency, and evacuation.|
|Event Time:||2001-10-30 at 2005 UTC|
|Publishing Agency:||Aircraft Accident Investigation Board (AAIB)|
|Publishing Country:||United Kingdom|
|Site of event:||Approach|
|Departure:||London Stansted Airport, Essex, England|
|Destination:||Charles De Gaulle International Airport (Roissy Airport), Paris, France|
|Airplane Type(s):||BAe 146-300|
|Type of flight:||Revenue|
|Executive Summary:||The aircraft was operating a scheduled passenger flight from London Stansted Airport to Paris Charles de Gaulle Airport. The first officer was the handling pilot and the aircraft was about 3 nm from touchdown on Runway 27L. The landing gear was already down and locked. Shortly after the selection of flaps to 33°, a loud mechanical bang was heard by the crew, followed by a very loud, low pitched graunching noise. The noise appeared to emanate from the centre left floor area. All of the engine parameters were normal. A Yellow hydraulic system caution illuminated on the Central Warning Panel (CWP) and it was noted that the Yellow hydraulic system pressure and quantity indications were fluctuating erratically. This alert was quickly followed by Flap Fault, AC Pump Failure, and AC Pump High Temperature alerts on the CWP. The commander instructed the handling pilot to continue the approach to land, as the flaps were indicating close to the 33° landing setting, the approach was stable and clearance to land had been obtained. |
During the landing roll, the Lift Spoilers powered by the Green hydraulic system deployed, but the Yellow system lift spoilers did not deploy. Wheel braking was normal, using the pre-selected Green hydraulic system and the AC Pump High Temperature and AC Pump Fail captions extinguished. The commander considered that this was a result of the automatic shutdown of the Yellow system AC Pump, which occurs on the ground only. However, the Yellow system low quantity alert was still present.
As the aircraft decelerated, the In-Flight Supervisor (IFS) made an emergency call to the flight deck but, because of the high workload, the call was not answered immediately. Shortly afterwards, the IFS appeared at the flight deck door to inform the commander that there was dense smoke in mid cabin. This was acknowledged by the commander, who then switched off the air conditioning packs and the APU. The commander took control of the aircraft and applied vigorous braking. The IFS reported heavy dense smoke in the cabin, much worse, low visibility in the cabin. The aircraft was brought to a halt on the high-speed exit taxiway Y7. The commander ordered an evacuation and the crew carried out the evacuation drills. ATC had been advised of the intention to evacuate and the emergency services were quickly in attendance.
Three of the aircraft emergency slides were activated, both forward doors and the rear left slide. Visibility was poor in the mid cabin area, being limited to three seat rows. The evacuation was completed swiftly with no injuries being attributed to the evacuation itself. However, after exiting the aircraft, some passengers were noted to be choking and vomiting in the assembly area. Once clear of the aircraft, the commander noted that wispy black smoke was escaping from all aircraft exits and a large pool of hydraulic fluid was forming below the hydraulic system bay drain. The hydraulic bay was saturated with hydraulic fluid and was contaminated with dense black smoke.
The passengers were escorted away to the terminal building, while the flight crew assisted in the preparation of the aircraft for towing off the taxiway.
|Learning Keywords:||Operations - Bang, pop, crack, sizzle!|
|Operations - Cabin or Cockpit Smoke|
|Operations - Evacuation|
|Systems - Hydraulics|
|Other - Post-Crash Survivability|
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