Originally Posted by punkalouver
(Post 11600028)
When I looked at the picture, the first thought I had was to wonder if the wingtip hit a somewhat solid snowbank.
For me the 18 deg up slope is not the issue , but let's wait for the first crew interviews. |
Supposedly a short landing that resulted in a bounce and then the a/c veered of the RWY.
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As a matter of interest how can an airline legally operate a "charter" flight - ie public transport into an airfield with no go-around possible?
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Originally Posted by meleagertoo
(Post 11600638)
As a matter of interest how can an airline legally operate a "charter" flight - ie public transport into an airfield with no go-around possible?
BTW, in addition to a mountain qualification, you need a special approval to be allowed there if you are a public transport aircraft : LFLJ : Public transport operations with airplanes is subject to: - obtaining necessary approvals issued by the civil aviation authority in charge of monitoring the operator and, - obtaining an authorization issued by the DSAC Centre Est based on a case file including approvals as referred above, operating instructions, operational limitations, TKOF and LDG procedures and engine failure procedures at TKOF related to each type of airplane concerned with the operations on this altiport. -. Users are asked to join the DSAC Centre-Est to obtain any other information enabling them to set their operating instructions for this altiport and associated limitations, and submit their requests and case files |
Originally Posted by meleagertoo
(Post 11600638)
As a matter of interest how can an airline legally operate a "charter" flight - ie public transport into an airfield with no go-around possible?
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Originally Posted by meleagertoo
(Post 11600638)
As a matter of interest how can an airline legally operate a "charter" flight - ie public transport into an airfield with no go-around possible?
This speed converts to 200ft of altitude, in terms of kinetical vs potential energy. So, even with a complete braking failure and tyres rolling perfectly without friction, the airplane could land at courchevel and still stop within the runway. There is no particular risk except if the throttle gets stuck to full power during the flare... The speed is of course to be checked during the entire final. Go around is feasible until a very late stage (but not during the flare indeed). If you correctly aim the correct spot on the runway at the correct speed, from the moment you power back, there is no possibility of long landing. |
https://www.facebook.com/photo/?fbid...96336950378249
This looks like a normal trailer-crane to me: would it be usual to need specialists to do this ? The other thing is that this photo was taken on Sat Feb 17th which would be one of the three busiest days of the year for traffic into Courchevel : probalby 10 hours of heavy traffic - including 6-7 hours of nose-to-tail traffic - in both directions and utterly impossible to insert something like that . Maybe they waited for night ( if the driver was still within his hours ! ) |
Have been rated for Courchevel for years and have been there numerous times. Have seen at least a demolished PC12, a King Air Super 90 and a Turbo Twin Commander. Successfully landing there is just a matter of training and knowledge of the speeds of your A/C.
Fun fact: on take off after getting airborne your VSI shows initially 500 ft/min rate of descent... |
Tartiflette Fan, can’t see your FB page. As far as I can work out from the local paper they had fuel contamination to deal with so the runway was unusable. The crane appeared on the runway late afternoon and the whole operation seemed to take less than an hour. You can see it all on the altiport webcam time lapse function.
https://m.webcam-hd.com/courchevel-mairie/altiport |
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