Jetblue Tail Strike On Departure
- Thread starter Conrad
- Start date
fholbert
Mod's - Please don't edit my posts!
There are a lot of questions to ask but that one would be low on my list. Head to head operations are not uncommon at uncontrolled airports.
Questions I'd ask:
- Why did the the A320 fail to comply with right or way regs?
- Were both aircraft transmitting and listening on Unicom? (Not required but could contribute)
- Did the A320 scan the sky prior to taking the runway for departure?
- Was ADS-B out working on the King Air?
- Were there other aircraft in the pattern?
- Did the A320 choose to depart on runway 10 because of runway 28 noise abatement?
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CFI A&P
Exploring the world one toilet at a time.
No doubt there are questions to be asked on this one, however opposing traffic is sort of normal with part 25 aircraft when details of performance come into play. It'll take a little time to dissect this airport and the conditions that day but slope, climb gradient, tailwind, OEI "escape" procedures often dictate which runway is more favorable. There are times when taking off with a tailwind is less of a performance penalty than OEI climb gradient restrictions with a headwind.
Cherokee_Cruiser
Bronteroc
Beep
Well-Known Member
Yup, there is a lot of information to be gone through on this one vs accidentally pitching up too many degrees at rotation.
guywhoflies
Y'NO WUT IM SAYIN
I saw a metar somewhere that showed clouds at 300'. I can't remember if it was few, sct, or brk but it's certainly possible neither plane saw the other due to low clouds. Maybe the KA announced their position on CTAF after the Airbus reached V1 and the pilot flying panicked.
Roger Roger
Bottom of the list
If it was anything other than few/sct I would think they’d both be on IFR flight plans and with that airport being one in/one out ATC should prevent this. Although it’s certainly possible regardless of the weather that the king air was doing some creative VFR
fholbert
Mod's - Please don't edit my posts!
| Status: | Preliminary |
| Date: | Saturday 22 January 2022 |
| Time: | 11:57 LT |
| Type: |
Airbus A320-232 |
METAR Weather report:
17:56 UTC / 10:56 local time:
KHDN 221756Z AUTO 21005KT 8SM -SN FEW003 M11/M14 A3037 RMK AO2 SNB11 SLP364 P0000 60000 T11061144 11072 21144 51008 FZRANO
19:23 UTC / 12:23 local time:
KHDN 221923Z AUTO 19003KT 10SM BKN003 M06/M14 A3035 RMK AO2 FZRANO
Cherokee_Cruiser
Bronteroc
Of course throw the 121 crew under the Bus?
121 ops, one of the most standardized and SOP following oriented operations out there. Or. A King Air which could be anything from 91 to 135. And not to throw them under the bus, but the statistics just aren’t the same.
“Why did the Bus not give right of way or follow right of way rules?”
Probably cause they never saw him coming. I don’t know any 121 crew that would take off willingly head on with another airplane landing.
Talking on radio? Knowing 121 ops, my best guess is jetBlue did talk on radio. Doubtful they delayed silently. What *I* want to know is if the KA was talking on the radio. And if they were, how the two crews missed each other.
Jetblue scan skies? Departure end, someone landing on same runway end where I’m taking off, CA scan. I can’t see the opposite end. FO calls clear right, which usually means runway is clear. Seeing a King Air 4-5 miles out on approach to opposite end? Depending on runway geometry, Sun, clouds, visibility, could have been an impossibility.
And give me all the crap you guys want, I WILL say any traffic please advise, in hopes of picking up anyone (like this KA) who might respond back and say yah we landing runway XX. That saved my bacon in Pellston once.
And yeah, it’s absolute BS that there isn’t a requirement to talk and let people know what you’re doing, especially when you’re flying something as big as a King Air. Look at the Quincy accident. Being burned to death is a horrible way to go.
fholbert
Mod's - Please don't edit my posts!
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Department of redundancy department.
poser765
Well-Known Member
She’ll let you do anything you want in about three very specific situations.
fholbert
Mod's - Please don't edit my posts!
A
Adler
Guest
Frank thinks his day VFR GA is the most complicated flying there is, and everyone else is ways idiots.
BobDDuck
Island Bus Driver
@MikeD has talked about this before, but a modern transport category jet does not have a cockpit that is designed for see and avoid. On both the 32X and the 330, at the speeds that we fly in the terminal area, I can reasonably "see" just a bit of the airspace directly in front of me. In a turn or change of altitude, that area decreases even more. That's one of the problems with operating a transport jet in non radar, uncontrolled airspace. You can do it just fine, but the risk equation drastically increases.
dustoff17
Still trying to reach the Top Shelf
Yeah! Because if you don’t say this and there’s another plane in the area, they’re going to purposely try to kill you! But if you ask them to advise, then they won’t crash into you!
Conrad
Well-Known Member
Accident: Jetblue A320 at Hayden on Jan 22nd 2022, tail strike on takeoff, B350 on short final in opposite direction
| By Simon Hradecky, created Wednesday, Jan 26th 2022 07:42Z, last updated Wednesday, Jan 26th 2022 15:11Z A Jetblue Airbus A320-200, registration N760JB performing flight B6-1748 from Hayden,CO to Fort Lauderdale,FL (USA), was departing Hayden's runway 10 at 11:57L (18:57Z) when the aircraft's tail contacted the runway surface. The aircraft continued a normal departure and climbed to FL310, when Denver Center forwarded a message to the crew stating they had a tail strike on the departure runway. The crew subsequently decided to divert to Denver,CO (USA) where the aircraft landed on runway 35R without further incident about 45 minutes after departure from Hayden. There were no injuries, the aircraft sustained substantial damage however. The FAA reported: "AIRCRAFT INCURRED A TAIL STRIKE ON DEPARTURE, HAYDEN, CO.", stated the damage was unknown and rated the occurrence an incident. The NTSB opened an investigation into the occurrence rating the occurrence an accident. A reader made The Aviation Herald aware that a Beech 350 was on approach to runway 28 (in opposite direction to the departure) at the time, the Jetblue might have suffered the tail strike as result of an avoidance maneouver. Neither FAA nor NTSB mentioned the presence of another aircraft in the departure path or the possibility of a loss of separation/possible collision. According to the FAA ASDI data (radar tracking data) a Beech 350 registration N350J arriving from Fort Smith,AR (USA) was on approach to Hayden's runway 28 at the time of the accident and touched down at 11:58L (19:58Z) about 100 seconds after departure of the A320. At the time of the A320 becoming airborne the Beech 350 was 2.85nm from the runway 28 threshold descending through 7500 feet MSL (900 feet AGL). At the time the B350 touched down the A320 was climbing through 8800 feet MSL about 2.2nm past the runway 10 end (=runway 28 threshold) in a slight right hand turn about 0.4nm off the extended runway center line. Hayden's Yampa Valley Airport features a runway 10/28 of 3048 meters/10,000 feet length at an elevation of 2010 meters/6600 feet MSL. Hayden Airport does not feature a control tower, a UNICOM frequency is published for the airport. Metars: KHDN 222156Z AUTO 18003KT 10SM CLR M06/M13 A3035 RMK AO2 SLP346 T10611133 FZRANO= KHDN 222056Z AUTO 17003KT 10SM CLR M04/M11 A3034 RMK AO2 SLP335 60000 T10441106 56009 FZRANO= KHDN 222014Z AUTO 21003KT 10SM FEW003 M06/M12 A3034 RMK AO2 FZRANO= KHDN 221956Z AUTO 00000KT 9SM BKN003 M07/M13 A3035 RMK AO2 SNB45E55 SLP344 P0000 T10671128 FZRANO= KHDN 221923Z AUTO 19003KT 10SM BKN003 M06/M14 A3035 RMK AO2 FZRANO= KHDN 221856Z AUTO 00000KT 9SM OVC005 M04/M10 A3036 RMK AO2 SNE52 SLP339 P0000 T10441100 FZRANO= KHDN 221826Z AUTO 22003KT 8SM -SN BKN005 M10/M13 A3037 RMK AO2 P0000 FZRANO= KHDN 221756Z AUTO 21005KT 8SM -SN FEW003 M11/M14 A3037 RMK AO2 SNB11 SLP364 P0000 60000 T11061144 11072 21144 51008 FZRANO= KHDN 221735Z AUTO 19003KT 6SM -SN SCT001 M08/M12 A3037 RMK AO2 SNB11 P0000 FZRANO= KHDN 221717Z AUTO 00000KT 3SM -SN BR BKN001 M10/M12 A3037 RMK AO2 SNB11 P0000 FZRANO= KHDN 221715Z AUTO 00000KT 1 1/4SM -SN BR OVC001 M11/M12 A3037 RMK AO2 VIS 1/4V4 SNB11 P0000 FZRANO= KHDN 221712Z AUTO 00000KT 3/4SM -SN BR OVC001 M11/M12 A3037 RMK AO2 SNB11 P0000 FZRANO= KHDN 221656Z AUTO 04003KT M1/4SM FZFG OVC001 M12/M13 A3036 RMK AO2 SNE49 SLP361 P0000 T11171133 FZRANO= KHDN 221647Z AUTO 05004KT 1/4SM -SN FZFG OVC001 M12/M14 A3037 RMK AO2 P0000 FZRANO= KHDN 221642Z AUTO 05005KT 3/4SM -SN BR OVC001 M11/M13 A3037 RMK AO2 VIS 1/2V4 P0000 FZRANO= KHDN 221640Z AUTO 05005KT 1 1/4SM -SN BR OVC001 M11/M12 A3037 RMK AO2 VIS 3/4V4 P0000 FZRANO= KHDN 221637Z AUTO 05006KT 3/4SM -SN BR OVC001 M10/M12 A3037 RMK AO2 P0000 FZRANO= KHDN 221556Z AUTO 21003KT 1/4SM -SN FZFG OVC001 M12/M14 A3036 RMK AO2 SNE02B33 SLP354 P0000 T11221139 FZRANO= |
Cherokee_Cruiser
Bronteroc
You know right of rules only if you knew there was someone there to begin with... right? RIGHT?
Have we established yet that no 121 airline crew in this country would willingly takeoff KNOWING there is a turboprop on a 2 mile final to the opposite end of the same runway they are about to depart on?
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