Turkish Airlines Crash

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@Derg better stay out of that avherald link #selfie
 
Zoinks! Engine out with busted slats/flaps. Shades of American 191. Looks like they were hauling ass across the threshold, though.

PS. Lulz at the entire fire department being staged up at or near the beginning of the runway but the dude in the backhoe going calmly about his business as the plane comes to a halt abeam him.

Oh and of course...WHY DO THESE AIRBUSES KEEP CRASHING???
 
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I hadn't noticed it before, but it looks like the right main isn't down all the way either.
 
Crazy, crazy stuff. Glad everyone was okay, all the fear mongering and negativity about the Airbus but these recent events show me that thing can really hold together like a tank.

Interesting go-around. Striking props is one thing, what about striking hard then losing an engine? I wonder if in the process of the go-around they saw #2 was toast or if they didn't notice until after the fact. Any of you heavy metal drivers want to play Obama's 2008 charter pilot holding on to your former glory and speculate as to a good reason to go-around after a crash landing in a transport category jet?

A80TRACON said:
Well that's super, now that it has become my primary airline out of Baghdad
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They do have phenomenal catering, even in coach.
 
One issue I have with the Airbus is control responsiveness. A couple times now I've had a wing drop on me near the flare in windy conditions and have gone full deflection the opposite way and it keeps going. Not sure what's up with that but it does make me uneasy. I wonder if they experienced something similar, driving the right main into the ground. The response rate of the stick just isn't quick enough. No idea what the 737 feels like, but it's mowing like the CRJ.
 
deadstick said:
So, essentially, this crew did the same thing as the Aerostar pilot did in FL (granted they did put the gear down)?

http://forums.jetcareers.com/threads/no-gear-touch-and-go.217508/

The only difference being this one stayed at the same airport for the second crash as opposed to flying 90nm away to another airport.
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I didn't want to say it, but thats what it looks like happened. the Avhearald post and a few others I found on the oh so trusty internet say it rolled before touchdown, causing the strike. What caused the roll? Who knows. But if this is one of those "shoulda stayed on the ground and not went around" cases, then that begs to ask the question WHY did they initiate a go around, they were at their salvation, the runway. It was right there. For whatever its worth, these people are very, very lucky. Airbus' crash team has sure been busy this year.

Im sure in a few years we will have the answers.
 
With the huge proviso that we don't have the facts, etc etc, I think there's a natural tendency to want to get back in the air when things go pear-shaped on a landing. Some flavor of "gee, that was almost an ACCIDENT, now let's go around and get it right..."
 
wheelsup said:
One issue I have with the Airbus is control responsiveness. A couple times now I've had a wing drop on me near the flare in windy conditions and have gone full deflection the opposite way and it keeps going. Not sure what's up with that but it does make me uneasy. I wonder if they experienced something similar, driving the right main into the ground. The response rate of the stick just isn't quick enough. No idea what the 737 feels like, but it's mowing like the CRJ.
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Good thought I've had something similar happen and thought maybe its me....glad to see its not.
 
wheelsup said:
One issue I have with the Airbus is control responsiveness. A couple times now I've had a wing drop on me near the flare in windy conditions and have gone full deflection the opposite way and it keeps going. Not sure what's up with that but it does make me uneasy. I wonder if they experienced something similar, driving the right main into the ground. The response rate of the stick just isn't quick enough. No idea what the 737 feels like, but it's mowing like the CRJ.
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Wouldn't a failure like this go into "Alternate Law"?...giving the pilots all control inputs they want?
 
To be fair to the pilots the roll off on the initial landing could have been due to wake turbulence.

Interestingly, this week I was a passenger on an A380 landing in Dubai that went around from less than 50 feet due to flying into wake turbulence from the preceding A380. I could feel the plane getting a little squirrely right as the pilot flared. The Canadian pilot made a PA exactly as to why he went around.


Typhoonpilot
 
The A320 is certified to a 38 knot gust included direct crosswind. You should have enough roll authority to stop wing striking the ground if the direct crosswind gust is 38 kts or less.

Not sure how much time you have on the Bus but when I first started the advice I kept getting was to kick the rudder only at the last second in the flare. I found that worked out horribly. Often, you'd have to kick it hard and as the 'Bus senses that kick, the wing would drop accordingly and it was usually too drastic. I didn't like that technique. What I've found works for me is when I hear "50" I start kicking in a little bit rudder. By the time the second "retard" is made I'm pretty much lining up with the centerline, power to idle, and now just keeping the wings where they need to be. I've found much better results with this technique vs. kicking it "at the last second."
 
"You should have enough roll authority to stop wing striking the ground if the direct crosswind gust is 38 kts or less."

What do the limitations say? Boeing doesn't use the word "should"....

I think you meant to say "it will have the roll authority...".
 
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