Monday, Apr 18th 2016 23:38Z,
A British Airways Boeing 747-400, registration G-CIVJ performing flight BA-206 from Miami,FL (USA) to London Heathrow,EN (UK), was enroute at FL320 about 420nm east of New York’s JFK,NY (USA) Airport when the crew decided to divert to New York due to an engine #3 (RB211) surge. The crew needed to shut the engine down while enroute to New York. The aircraft positioned for an ILS approach to runway 13L and was handed off to tower, however, did not report on tower frequency and went around from about 1000 feet AGL reporting the go-around still on approach frequency (both towers had already queried whether the aircraft was on their frequencies). The crew explained they had no glide path indication and therefore went around (subsequent arrivals to runway 13L were given a RNP approach rather than an ILS approach). The aircraft climbed to 3000 feet, the crew requested to maintain runway heading advising they had an additional technical problem. The crew queried winds, then whether ILS 13L was now radiating correctly or what kind of approaches were available for runway 13R, approach advised only VOR/GPS approach available for runway 13R, the crew inquired again about the status of the glide path, approach advised there was no fault indication on the glide path or ILS, however no other traffic was using the glide path, the ILS was reset and again showed no fault. The crew decided to try another ILS approach to runway 13L, declared PAN PAN PAN advising they also had a hydraulic problem and needed to slow down very early for the ILS approach runway 13L. While on a base for runway 13L the crew advised they had yet another problem and requested to be pulled off and make a left turn, then advised they now needed runway 13R full length advising their brakes pressure was “a little low” and they needed the longest available runway 13R full length (14500 feet length), they also needed a very long visual approach with PAPIs operational. Approach confirmed PAPIs for runway 13R were turned on and vectored the aircraft for a very long visual (Canarsie) approach to runway 13R, about 25nm before Canarsie VOR. Turning over the lead in lights the aircraft landed safely on JFK’s runway 13R, rolled out and vacated the runway at taxiway KK about 8700 feet down the runway and stopped on taxiway B for checks by emergency services. The crew reported they had very little brakes pressure and needed a tug to be towed to the apron, they wanted to keep their three engines running until the tug was connected. Emergency services requested the engines to be shut down for a visual inspection, the crew advised park brake was set but they had no brakes pressure, three engines were running. Once the tug arrived and was connected the engines were shut down and the aircraft was towed to the apron with emergency services in trail. The remainder of the flight was cancelled.
The occurrence aircraft is still on the ground in New York about 45 hours after landing. (Aviation Herald)
(Footnote: Three calls of pan-pan-pan are used in radiotelephone communications to signify that there is an urgency on board a boat, ship, aircraft, or other vehicle but that, for the time being at least, there is no immediate danger to anyone’s life or to the vessel itself. This is referred to as a state of urgency. This is distinct from a mayday call, which means that there is imminent danger to life or to the continued viability of the vessel itself. Thus “pan-pan” informs potential rescuers (including emergency services and other craft in the area) that a safety problem exists whereas “mayday” will call upon them to drop all other activities and immediately initiate a rescue attempt.)