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temperature and pressure altitude. This
reading, together with V1, Vr, V2 speeds and
various other data, would then be hand written
in black on a printed yellow take-off card,
which would then be placed on the radar
screen where it was readily visible to both
pilots.
It then fell upon the pilot in the right-hand
seat to verify the data, in particular, the PT7
and the speeds, independently of the flight
engineer.
On this particular take-off, however, both
the co-captain and the flight engineer
appeared to have made the same mistake for a
PT7 much lower than that required for the prevailing
conditions was entered on to the card
and set for take-off. On a heavy take-off such
as this, with probably a full fuel load since
they were bound directly for Johannesburg
from Athens, it is well nigh impossible to
judge acceleration rate since this varies and
initially, is agonisingly slow.
And so, having set a PT7 well below that
which would have produced full thrust, they
only realised past V1 that something was
amiss and that they had no hope of getting airborne
before the end of the runway, whereupon
one of the pilots slammed the throttles
full open, enabling them to stagger into the air
as they left the runway, only to be confronted
by a low stone wall bordering an olive grove
at the end of the clearway.
The undercarriage was then selected up but
not before a section of the wall had been
demolished. Miraculously, it was later discovered,
this did no damage to the aircraft and
they continued flying through the tops of the
olive trees until, eventually, that indomitable
machine built up sufficient speed to climb
away!
After reducing to climb power and retracting
flaps and since they could detect no damage,
the captain in command inexplicably
elected to continue as per schedule on the
eight-and-a-half hour leg to Johannesburg,
routed, in that pre-sanctions era, directly over
Africa.
Remarkably, the remainder of the flight
was uneventful, until, after parking, it was discovered
that every orifice and cranny in the
under fuselage and engine nacelles was
stuffed with olive leaves and broken branches
invoking a wry, “Hell, I knew these engines
could run on a lot of things – but olive trees,”
from one of the ground engineers.
As a result of this incident, the captain in
command and the flight engineer were demoted,
to fly piston-engined aircraft, while the cocaptain,
after declining an offer to continue
flying as a first officer, sought greener pastures,
hopefully sans olive trees!
Once again, the inevitable question: “But
how?”. Was it beneath the dignity of the captain
in the right-hand seat to get his nose into
the books and verify the flight engineer's figures,
secure in the knowledge that his colleague
in the left-hand seat, there only by
virtue of being slightly senior to himself, was
hardly likely to take umbrage?
Or, had a senior first officer occupied that
right-hand seat, would not those figures have
been checked with greater diligence?

The answer to this and other questions, as
well as details of a number of tragic accidents,
will be given in Part II- which will be published
next month.
64 World Airnews, June 2005.
airline pilot
type rating training
Copenhagen Hong Kong London Gatwick London Heathrow Manchester Oslo Riga Stockholm
• • • • • • •
“Oxford Aviation Academy believes that the
key to all successful training is efficient twoway
communication between the trainee
and instructor.
Successful training is characterised by
instructors giving support and encouragement
through a trainee-centred and
solution-focused approach”.
Oxford Aviation Academy
training philosophy
contents
welcome to OAA 4
objectives 5
course content summary 5
prerequisites 6
ground training 6
flight training 8
options 8
grading 9
certificates 9
documentation - operational standards 9
generic course schedule 11
Ground Course Footprint Option 1 - Web based
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Full Flight Simulator Footprint Type Rating Training
Full Flight Simulator Footprint Abbreviated Type Rating Training
equipment 14
CBT
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