Cessna 560XL landing accident at EKAH
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Cessna 560XL landing accident at EKAH
Reports of gear collapse during landing, and then fire
3 crew + 7 pax - no casulties
https://www.tv2ostjylland.dk/artikel...bryder-i-brand
3 crew + 7 pax - no casulties
https://www.tv2ostjylland.dk/artikel...bryder-i-brand
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Good to know that all escaped with their lives.
Now...why do some call them Aero Wildwest?
Now...why do some call them Aero Wildwest?
Weather at the time was foggy with a visibility of 650 m reported at 00:20 hours (18 minutes before the accident) and increasing past 1500 meters at 00:50.
22:20 UTC / 00:20 local time:
EKAH 052220Z AUTO 11001KT 0200NDV R10R/0650N R28L/0900N BCFG BKN064/// 16/16 Q1008
22:50 UTC / 00:50 local time:
EKAH 052250Z AUTO 17002KT 0350NDV R10R/P1500U R28L/P1500N FG FEW001/// SCT064/// BKN099/// 16/16 Q1008
22:20 UTC / 00:20 local time:
EKAH 052220Z AUTO 11001KT 0200NDV R10R/0650N R28L/0900N BCFG BKN064/// 16/16 Q1008
22:50 UTC / 00:50 local time:
EKAH 052250Z AUTO 17002KT 0350NDV R10R/P1500U R28L/P1500N FG FEW001/// SCT064/// BKN099/// 16/16 Q1008
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Now...why do some call them Aero Wildwest?
Acc to Jepp, the minima on both ends is 550/200. Canīt be bothered to read the NOTAMs, I guess eventually we`ll read a report, but with these numbers I donīt see anything wild going on.
Until then, I rather not read backstabbing like yours.
Well, I know two people who used to work there and the stories are not too nice.
Yes, the weather was legal, probably they became victims of spacial disorientation during the transition phase from IMC to VMC.
Yes, the weather was legal, probably they became victims of spacial disorientation during the transition phase from IMC to VMC.
The Danish newspaper Ekstrabladet quotes a representative of the Danish AAIB as stating that the aircraft "hit a radio mast", damaging the undercarriage, "in particular the nose gear", which then collapsed upon touchdown.
https://ekstrabladet.dk/112/pink-fly-ramte-mast-sekunder-foer-landing/7741111
https://ekstrabladet.dk/112/pink-fly-ramte-mast-sekunder-foer-landing/7741111
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according to tracking data they had a really long day. 14+ hours. But it looks like they had at least the possibility for a split duty during that day. The final report will tell.
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From the prelim report of the "Havarikommisionen":
Wellwellwell...the beginnung of the 28L RESA he meant. Bloody annoying these GS warnings, arent they ?
The first officer called visual contact with the runway lighting system, fog above the middle of the runway, and the touchdown zone and the runway end were both visible.
At approximately 900 ft Radio Height (RH), the commander disengaged the AFCS, and the flight crew completed the final checklist.
The first officer called 500 to minimum, and the commander called Runway in sight.
The commander informed the first officer that the intention was to touch down at the beginning of the runway.
The aircraft started descending below the glide path for runway 10R. The aircraft aural alert warning system announced passing 500 feet RH.
The first officer asked the commander whether to cancel the Enhanced Ground Proximity Warning System (EGPWS) Glide Slope (GS) warnings. The commander confirmed.
At approximately 500 ft RH, the Flight Data Recorder (FDR) recorded cancellation of the EGPWS GS warnings.
The first officer called Approaching minimum. Shortly after, the aircraft aural alert warning system announced Minimums Minimums.
The commander called Continue.
The flight crew made no callouts on stabilized approach.
The FDR recorded a glide path deviation beyond full scale (flying below).
The aircraft collided with the antenna mast system of the localizer for runway 28L, touched down in the grass Runway End Safety Area (RESA) for runway 28L, and the nose landing gear collided with a near field antenna (localizer for runway 28L) and collapsed.
At approximately 900 ft Radio Height (RH), the commander disengaged the AFCS, and the flight crew completed the final checklist.
The first officer called 500 to minimum, and the commander called Runway in sight.
The commander informed the first officer that the intention was to touch down at the beginning of the runway.
The aircraft started descending below the glide path for runway 10R. The aircraft aural alert warning system announced passing 500 feet RH.
The first officer asked the commander whether to cancel the Enhanced Ground Proximity Warning System (EGPWS) Glide Slope (GS) warnings. The commander confirmed.
At approximately 500 ft RH, the Flight Data Recorder (FDR) recorded cancellation of the EGPWS GS warnings.
The first officer called Approaching minimum. Shortly after, the aircraft aural alert warning system announced Minimums Minimums.
The commander called Continue.
The flight crew made no callouts on stabilized approach.
The FDR recorded a glide path deviation beyond full scale (flying below).
The aircraft collided with the antenna mast system of the localizer for runway 28L, touched down in the grass Runway End Safety Area (RESA) for runway 28L, and the nose landing gear collided with a near field antenna (localizer for runway 28L) and collapsed.
Wellwellwell...the beginnung of the 28L RESA he meant. Bloody annoying these GS warnings, arent they ?
Last edited by His dudeness; 5th Sep 2019 at 10:44.
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Yeah, why Aero(Wild)West?
If you are interested in the answer please use Google or ASN (Aviation Safety Network). They left behind too many damaged aircraft.
Intentionally undershooting a glide slope (verified by pressing the G/S inhibit and/or EGWS inhibit) is not realy professional, specially under LVP.
Fortunately nobody was hurt.
Bye bye
If you are interested in the answer please use Google or ASN (Aviation Safety Network). They left behind too many damaged aircraft.
Intentionally undershooting a glide slope (verified by pressing the G/S inhibit and/or EGWS inhibit) is not realy professional, specially under LVP.
Fortunately nobody was hurt.
Bye bye
