KD-Avia belly landing
Join Date: Sep 2005
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Join Date: Mar 2004
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First - FAAT (Rosaviation) claimed that crew "forget" gears. Pilots suspended.
I´d guess that this means more than one go around? And that the news spread from the cockpit to the F/A´s.
Second. Letter to Prosecutor General of RF. In russian. In short - Local police stormed control tower and demaded all TC to leave their working places to go to police station for interrogation.
Join Date: Sep 2005
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A german newspaper said, that they "circled the city 4 times"
Rumor is also that paxes was not warned because crew doesn't realised that they landing without gears until too late.
Russia is an amazing place. ... it could be a great place to life and work...
Join Date: Jun 2004
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Just curious why ATCOs continued to work after police "stormed" into tower? Wouldn't be better to cansed all ops by unlawful interference and cool things down?
Join Date: Mar 2002
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Wheels down
By the look of these photo's the wheels go down just fine. I guess the crew were so preoccupied by the flap problem, they forgot the gear. Or disabled/ ignored the too low gear warning.
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HD:
Russia is an amazing place. ... it could be a great place to life and work...
Kulver...:
You are welcome
First line not true,
Second: he didnae thank you for anything, mate...
Great example of eastern mentality of 1970s, cabin crew in the dark with fear of death not knowing what's going on, flight deck compiling problems in the front. Not just the training, it's the attitude as well...
Those in the know, choose your airline carefully, others... take a train...
ss
Russia is an amazing place. ... it could be a great place to life and work...
Kulver...:
You are welcome
First line not true,
Second: he didnae thank you for anything, mate...
Great example of eastern mentality of 1970s, cabin crew in the dark with fear of death not knowing what's going on, flight deck compiling problems in the front. Not just the training, it's the attitude as well...
Those in the know, choose your airline carefully, others... take a train...
ss
Join Date: Jul 2008
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Lots of drivel here so back to topic.
Gear and flap warnings are usually separate and with fully functioning undercarriage, would make no sense to push "gear inhibit"-switch of the GPWRS, unless done accidentally under pressure from other problems. Never flew the 73, so somebody else can fill in.
On the other hand DMI might have been opened for GPWRS, who is to know...? And we definately are not going to get any reliable info, reference company manager statements earlier to all gear up landings.
Pilots are supposedly to be trained to recognise unusual situations, where additional mistakes are bound to occur. This comes with time, experience and training. Airlines tend to have their different areas where to concentrate, fortunately most operators have the knowledge and resources to accomplish this.
A deep breath, open mind and other crewmember's contributions in mind, a good judgement call is what you get paid for in the end of the day, despite who you have as passengers in the back. They finance you.(and your beancounters, unfortunately).
The best advice I got a long time ago was, "after a questionable decision, your next one better be a good one..."
ss
Gear and flap warnings are usually separate and with fully functioning undercarriage, would make no sense to push "gear inhibit"-switch of the GPWRS, unless done accidentally under pressure from other problems. Never flew the 73, so somebody else can fill in.
On the other hand DMI might have been opened for GPWRS, who is to know...? And we definately are not going to get any reliable info, reference company manager statements earlier to all gear up landings.
Pilots are supposedly to be trained to recognise unusual situations, where additional mistakes are bound to occur. This comes with time, experience and training. Airlines tend to have their different areas where to concentrate, fortunately most operators have the knowledge and resources to accomplish this.
A deep breath, open mind and other crewmember's contributions in mind, a good judgement call is what you get paid for in the end of the day, despite who you have as passengers in the back. They finance you.(and your beancounters, unfortunately).
The best advice I got a long time ago was, "after a questionable decision, your next one better be a good one..."
ss
Join Date: Mar 2005
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We`ve got an official report that it was crew mistake. They were too busy deeling with flaps that forgot to extend the landing gear. Their EGPWS had only one switch called "Gear AND Flaps Inhibit" so that really "helped" them a lot.
Join Date: Apr 2002
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The " switch" is called the " gear flap inhibit switch" in checklists etc. However in every 737 I have operated it was TWO separate guarded switches, one for gear one for flaps specifically to avoid this possibility. Seems more likely someone flipped them both up, or the wrong one ( if the subsequent landing used normal 30 0r 40 flap there would be no warning) Someone else then either didn't monitor the switching or didn't understand the implications ? Just a guess, but I can see the mechanism for it going that way, particularly if the crm style was "single crew hands all over the place if I want your advice I'll ask for it" which may or may not have been the case.
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The fact that all 737 you flew had 2 separate switches doesn`t mean such aircraft do not exist. Some old versions have only one switch "flap inhibit" or like in this case combined one.
Join Date: Apr 2002
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Skyworker,
I stand corrected. A search on airliners.net showed most -300's with twin switches with a few sporting a single switch. Initially I could only find that switch labelled "flap inhibit" but then came across one labelled "flap gear inhibit".
What a crap arrangement indeed. For sure reading the landing checks will save you , but that particular switching arrangement makes it a whole lot easier to foul up.
I stand corrected. A search on airliners.net showed most -300's with twin switches with a few sporting a single switch. Initially I could only find that switch labelled "flap inhibit" but then came across one labelled "flap gear inhibit".
What a crap arrangement indeed. For sure reading the landing checks will save you , but that particular switching arrangement makes it a whole lot easier to foul up.
Join Date: Nov 2006
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I'd hazard a guess and say that's a very very remote stand!! I don't think it would be good for business to park that heap in front of the main terminal building
the aircraft is on a remote stand just to the right of the terminal as u look at it, where they park them up for maintanance etc. its a small compact airport but very well organised. the one thing i remember about it, and it was this exact aircraft too.. as we arrived we got pushed back into our stand, but was a bit like parking ur car, took about 5 attempts forward and reverse to get it in the stand. a 1st for me experiencing that.