Boeing 737-236 series 1, G-BGJL: Main document - Leonardo

Visibility:
Cloud:
Temperature: + 13°C
QNH:
1,000 metres in smoke
1 okta at 1,400 feet
1015 millibars
The Manchester Automatic Terminal Information Service (ATIS),information 'C' was received by
the crew prior to starting engines.This gave the surface wind as 280°/6 kt, variable 240°-320°.When
ATC cleared the aircraft for take-off, they passed a surfacewind of 250° at 7 kt. The runway was
dry.
1.8 Aids to navigation
Not applicable.
1.9 Communications
1.9.1 ATC
The RTF callsign of this flight was Beatours 28 Mike and VeryHigh Frequency (VHF)
communications were entirely normal.
Communications on the Ultra High Frequency (UHF) frequencies usedby the fire service and ATC,
together with those on the telephonelinks, were normal.
1.9.2 Aircraft public address (PA)
The aircraft's PA system allowed announcements to the passengersto be made from the flight deck,
the forward galley area, andthe rear galley area. The system had two gain (volume) levels,the lower
for use before engine start, and the higher gain (by6 decibels) selected automatically by the
operation of the leftengine oil pressure switch, for use after engine start and duringflight. The
failure of the left engine therefore caused the systemgain to revert to the 'low' setting, significantly
lowering thevolume at the time the purser instructed the passengers to remainseated and the
commander ordered the evacuation A number of passengersdid not hear these announcements,
however, whether this was dueto the lower volume or the effect of the noise level in the cabincould
not be determined.
1.9.3 Interphone system
The aircraft's interphone system comprised a Service Interphone,allowing communication between
the flight crew, cabin crew andground engineers, and a Flight Interphone to permit
communicationbetween the flight crew and a ground crew member without interferencefrom the
Service Interphone.
It was possible to communicate with the flight deck from the forwardand rear cabin crew stations
using the Service Interphone, butits use was not encouraged during periods of high flight
crewworkload, such as take-off or landing, and it was not used followingthe 'thud'.
1.10 Aerodrome information
1.10.1 Manchester International Airport (Appendix 2)