ASN Wikibase Occurrence # 145558
This information is added by users of ASN. Neither ASN nor the Flight Safety Foundation are responsible for the completeness or correctness of this information.
If you feel this information is incomplete or incorrect, you can submit corrected information.
| Date: | Sunday 15 June 2003 |
| Time: | 10:45 |
| Type: |  Boeing 737-436 |
| Owner/operator: | British Airways |
| Registration: | G-DOCL |
| MSN: | 25842/2228 |
| Year of manufacture: | 1992 |
| Engine model: | CFM56-3C1 |
| Fatalities: | Fatalities: 0 / Occupants: 123 |
| Aircraft damage: | Minor |
| Location: | London-Gatwick Airport (LGW/EGKK) -
 United Kingdom
|
| Phase: | Take off |
| Nature: | Passenger - Scheduled |
| Departure airport: | London-Gatwick Airport (LGW/EGKK) |
| Unknown | |
| Investigating agency: | AAIB |
| Confidence Rating: |  Accident investigation report completed and information captured |
Following a normal takeoff from London Gatwick Airport the flight crew received notification from the operator that debris had been found on the runway. All indications on the flight deck were normal and the cabin crew reported that there had been no abnormal noises during the takeoff and initial climb out.
However, a further message from the operator advised that the debris had been positively identified as having come from G-DOCL and they requested that the aircraft return to Gatwick. At this point the aircraft was under Brest Control but control of the flight was transferred back to London when the aircraft was on a northbound heading. At this point the flight crew declared a PAN due to the fact that the aircraft was above the maximum landing weight.
The aircraft entered a holding pattern at FL240 to burn off fuel. The flight crew consulted the Brake Cooling Schedule in the QRH (Quick Reference Handbook) and decided to reduce the aircraft's weight to below 53,000 kg. This was to provide a balance between minimising braking energy whilst retaining sufficient fuel to provide further time in a holding pattern should problems occur extending the landing gear or flaps.
A normal flap 40 landing was carried out using manual speedbrake, maximum reverse thrust and minimal pedal braking. The aircraft vacated the runway with the airport fire services in attendance.
There was no smoke or fire generated from the aircraft. The airport operator recovered numerous pieces of tyre tread and the right main landing gear fly door from the runway.
Nature of Damage to airframe: Per the AAIB report "Main landing gear tyre destroyed, significant damage to
the right main landing gear fly door, superficial damage to the right flap and wing trailing edge area."
Accident investigation:
 |
|
Sources:
1. AAIB: https://assets.publishing.service.gov.uk/media/5422f77eed915d1371000669/dft_avsafety_pdf_024576.pdf
2. CAA: https://siteapps.caa.co.uk/g-info/rk=DOCL
3. http://www.airfleets.net/ficheapp/plane-b737-25842.htm
Media:
G-DOCL Boeing 737-436 at London-Gatwick (LGW/EGKK) UK, August 2000:
_British_Airways_%22Martha_Ndebele%22._(6567464645).jpg)
Revision history:
| Date/time | Contributor | Updates |
|---|---|---|
| 10-May-2012 14:03 | ryan | Added |
| 26-Jul-2016 15:07 | Dr.John Smith | Updated [Time, Cn, Other fatalities, Location, Nature, Source, Embed code, Narrative] |
Corrections or additions? ... Edit this accident description
The Aviation Safety Network is an exclusive service provided by:
Quick Links:
| ASN Home | Send Correction / Feedback |
| FSF Home | Disclaimer | Copyright |
| Contact Us | Privacy Policy |
| Press / Media |
CONNECT WITH US:
©2024 Flight Safety Foundation