F100 D-AGPH Contact Air - emergency landing WAW
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F100 D-AGPH Contact Air - emergency landing WAW
July 1st, flight no C3 1343 returned after pilot reporting nose cone damage at 3000m.
Until now no reason found, not a bird strike, no blood marks.
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Awaryjne l?dowanie samolotu na Ok?ciu. 'Uszkodzenie na os?onie dziobu' [ZDJ?CIA]
Until now no reason found, not a bird strike, no blood marks.
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Awaryjne l?dowanie samolotu na Ok?ciu. 'Uszkodzenie na os?onie dziobu' [ZDJ?CIA]
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- Swiss flight to Zurich emergency landed at Okecie half an hour after take off. The reason was the broken nose cone of the aircraft, all passengers are safe and sound.
- After a few minutes of flight they informed us that we return. The plane tried to land once, but failed. He made a circle around the airport and landed safely. All accompanied by ambulances and fire brigade - recounts one of the passengers.
It has been 83 people aboard. Nobody was hurt.
Kamil Wnuk, Okecie spokesman, confirms that the aircraft that flew from Warsaw 9.45 to Zurich had to return to the airport after a few minutes of flight. - The pilot noticed the damage to the shield on the bow of the aircraft - he explains.
- Swiss flight to Zurich emergency landed at Okecie half an hour after take off. The reason was the broken nose cone of the aircraft, all passengers are safe and sound.
- After a few minutes of flight they informed us that we return. The plane tried to land once, but failed. He made a circle around the airport and landed safely. All accompanied by ambulances and fire brigade - recounts one of the passengers.
It has been 83 people aboard. Nobody was hurt.
Kamil Wnuk, Okecie spokesman, confirms that the aircraft that flew from Warsaw 9.45 to Zurich had to return to the airport after a few minutes of flight. - The pilot noticed the damage to the shield on the bow of the aircraft - he explains.
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who are the men with black shirts and green pants?
And I'll put my money on a birdstrike.
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Bird Strike
From Aviation Herald Web Site (normally very accurate) on 1st July:
Incident: Contact F100 at Warsaw on Jul 1st 2010, bird strike
By Simon Hradecky, created Thursday, Jul 1st 2010 14:48Z, last updated Thursday, Jul 1st 2010 14:50Z
Incident: Contact F100 at Warsaw on Jul 1st 2010, bird strike
By Simon Hradecky, created Thursday, Jul 1st 2010 14:48Z, last updated Thursday, Jul 1st 2010 14:50Z
A Contact Air Fokker 100 on behalf of Swiss, registration D-AGPH performing flight C3-1343/LX-1343 from Warsaw (Poland) to Zurich (Switzerland) with 83 passengers and 4 crew, struck a bird on climb out of Warsaw and received a large dent on its nose cone. The airplane levelled off at 9000 feet and returned to Warsaw's runway 33 for a safe landing 35 minutes after departure.
The flight was cancelled, the passengers were rebooked onto other flights.
The flight was cancelled, the passengers were rebooked onto other flights.
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Blood mark
Me no think a bird strike.
I had a "swallow strike" about 20 years ago and there was blood everywhere. I was amazed how, perceivably, much blood this little creature can have.
In this case probably fatigue, since they are designed to stay intact even for bird strikes.
I had a "swallow strike" about 20 years ago and there was blood everywhere. I was amazed how, perceivably, much blood this little creature can have.
In this case probably fatigue, since they are designed to stay intact even for bird strikes.
Me no think a bird strike.
I had a "swallow strike" about 20 years ago and there was blood everywhere. I was amazed how, perceivably, much blood this little creature can have.
In this case probably fatigue, since they are designed to stay intact even for bird strikes.
I had a "swallow strike" about 20 years ago and there was blood everywhere. I was amazed how, perceivably, much blood this little creature can have.
In this case probably fatigue, since they are designed to stay intact even for bird strikes.
Directly head-on (direction of flight not the birds head) into metal go splat and the debris radiates outward in a starburst pattern, some trails visible in white light while others are more clearly visible in UV light.
When hitting a domed surface the structure will trampoline under the impact and if it splits most of the debris will squirt inside (ugh). As the dome bounces back outward the bird trail will be trampolined off the structure as a spray. Still visible though in UV light.
Also the front dome on an aircraft is not necessarily designed for strikes by either hail or birds.
brandtzag
Agree ... I just use a lot less words on a forum board. My days of writing regulatory words are now past. 
Most folks tend to skip over the differences between the engine and the bird size specifications vs the airframe and its specifications.
On the whole the differences are accomodated via in-service experiences both good and bad.
I believe that broken nose domes on transport aircraft consequences to continued safe flight and landings have not been very significant.
Hmm, not sure how familiar you are with certification LOMA but as long as it complies with the below should be OK.
I just use a lot less words on a forum board. My days of writing regulatory words are now past. Most folks tend to skip over the differences between the engine and the bird size specifications vs the airframe and its specifications.
On the whole the differences are accomodated via in-service experiences both good and bad.
I believe that broken nose domes on transport aircraft consequences to continued safe flight and landings have not been very significant.
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Not the first time
This isn't the first fokker nosecone to collapse:
This aircraft didn't have a birdstrike (at least not on the flight on which the collapse occurred). I believe the cause was assessed as weakening of the structure over time leading to water ingestion and subsequent collapse.
This incident occurred about 8 mins before landing at 250kts in the descent at about 7000'.
This aircraft didn't have a birdstrike (at least not on the flight on which the collapse occurred). I believe the cause was assessed as weakening of the structure over time leading to water ingestion and subsequent collapse.
This incident occurred about 8 mins before landing at 250kts in the descent at about 7000'.