Kyrgyzstan Air Company crash in Osh
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Kyrgyzstan Air Company crash in Osh
A Tupolev 134 passenger jet sustained substantial damage in a landing accident at Osh Airport (OSS), Kyrgyzstan.
The airplane reportedly landed hard in dense fog. AKI Press reports that the airplane rolled over, causing the right wing to separate. A fire erupted, but this was quickly contained by airport fire services.
At least seven people were injured.
RIA Novosti
The airplane reportedly landed hard in dense fog. AKI Press reports that the airplane rolled over, causing the right wing to separate. A fire erupted, but this was quickly contained by airport fire services.
At least seven people were injured.
RIA Novosti
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Dense fog
METAR UAFO 280700Z 02002MPS 0300 R12/0550 FG VV001 00/00 Q1023 R12/19//50 TEMPO 0300 FZFG VV002 RMK QFE691/0922 BASE050M=
Tu-134 aircraft flips over during landing in Osh airport, 18 injured
Bishkek (AKIpress) - The Tu-134 aircraft of the Air Company Kyrgyzstan en route Bishkek-Osh today flipped over during landing in the airport of Osh city.
The preliminary cause of the crash is bungled landing. The aircraft flipped over in the result, the right wing and landing wheels were torn away.
The aircraft drove from the landing field to the unpaved area for 40 meters and burst into flame. Airport staff and fire service extinguished fire, passengers were evacuated.
Eighteen passengers were injured. Seven were taken to Osh city hospital, including 6 children. The health condition of a 19 year-old girl, who received serious injuries, is critical.
Some passengers are in the arrival hall. They are provided medical and psychological assistance.
Tu-134 aircraft flips over during landing in Osh airport, 18 injured
Bishkek (AKIpress) - The Tu-134 aircraft of the Air Company Kyrgyzstan en route Bishkek-Osh today flipped over during landing in the airport of Osh city.
The preliminary cause of the crash is bungled landing. The aircraft flipped over in the result, the right wing and landing wheels were torn away.
The aircraft drove from the landing field to the unpaved area for 40 meters and burst into flame. Airport staff and fire service extinguished fire, passengers were evacuated.
Eighteen passengers were injured. Seven were taken to Osh city hospital, including 6 children. The health condition of a 19 year-old girl, who received serious injuries, is critical.
Some passengers are in the arrival hall. They are provided medical and psychological assistance.
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Accident: Altyn T134 at Osh on Dec 28th 2011, hard landing, gear collapse and plane rolled on back
By Simon Hradecky, created Wednesday, Dec 28th 2011 13:54Z, last updated Wednesday, Dec 28th 2011 14:36Z
An Altyn Air (alias Kyrgyzstan Altyn) Tupolev TU-134A, registration EX-020 performing flight QH-3 from Bishkek to Osh (Kyrgyzstan) with 73 passengers and 6 crew, suffered a hard landing resulting in the right main gear collapse, right main wing separation and the airplane rolling on its back while landing on Osh's runway 12 in fog and low visibility around 12:15L (06:15Z), official times of landing varying from 12:05L to 12:48L. The aircraft came to a stop on soft ground about 10 meters off the right runway edge. A fire fed by a fuel leak off the left wing erupted which was quickly extinguished by airport emergency services. One passenger received serious injuries, 24 people received minor injuries (concussions, bruises), 16 of which were taken to local hospitals.
Osh Airport offers a runway 12/30 of 2614 meters/8600 feet length, runway 12 features an ILS approach (DH 70 meters/230 feet, minimum visibility 900 meters/2950 feet for Category C Aircraft).
Metars:
UAFO 280730Z 03001MPS 0300 R12/0550 FG VV001 00/00 Q1024 R12/19 / / 50 NOSIG RMK QFE692/0923 BASE050M
UAFO 280700Z 02002MPS 0300 R12/0550 FG VV001 00/00 Q1023 R12/19 / / 50 TEMPO 0300 VV002 RMK FZFG QFE691/0922 BASE050M
UAFO 280630Z 02002MPS 0500 R12/0750 FZFG VV002 M00/M00 Q1024 R12/19 / / 50 NOSIG RMK QFE692/0923 BASE060M
UAFO 280600Z 04002MPS 0500 R12/0750 FG VV002 00/00 Q1024 R12/19 / / 50 NOSIG RMK QFE692/0922 BASE060M
UAFO 280530Z 08002MPS 0300 R12/0550 FZFG VV002 M00/M00 Q1024 R12/19 / / 50 NOSIG RMK QFE692/0922 BASE060M
UAFO 280500Z 09002MPS 0300 R12/0550 FZFG VV002 M01 / M01 Q1024 R12/19 / / 50 NOSIG RMK QFE692/0922 BASE060M
UAFO 280430Z 00000MPS 0300 R12/0550 FZFG VV002 M01/M01 Q1023 R12/19 / / 50 NOSIG RMK QFE692/0922 BASE060M
UAFO 280400Z 00000MPS 0100 R12/0200 FZFG VV001 M01/M01 Q1023 R12/19 / / 50 NOSIG RMK QFE691/0922 BASE050M
By Simon Hradecky, created Wednesday, Dec 28th 2011 13:54Z, last updated Wednesday, Dec 28th 2011 14:36Z
An Altyn Air (alias Kyrgyzstan Altyn) Tupolev TU-134A, registration EX-020 performing flight QH-3 from Bishkek to Osh (Kyrgyzstan) with 73 passengers and 6 crew, suffered a hard landing resulting in the right main gear collapse, right main wing separation and the airplane rolling on its back while landing on Osh's runway 12 in fog and low visibility around 12:15L (06:15Z), official times of landing varying from 12:05L to 12:48L. The aircraft came to a stop on soft ground about 10 meters off the right runway edge. A fire fed by a fuel leak off the left wing erupted which was quickly extinguished by airport emergency services. One passenger received serious injuries, 24 people received minor injuries (concussions, bruises), 16 of which were taken to local hospitals.
Osh Airport offers a runway 12/30 of 2614 meters/8600 feet length, runway 12 features an ILS approach (DH 70 meters/230 feet, minimum visibility 900 meters/2950 feet for Category C Aircraft).
Metars:
UAFO 280730Z 03001MPS 0300 R12/0550 FG VV001 00/00 Q1024 R12/19 / / 50 NOSIG RMK QFE692/0923 BASE050M
UAFO 280700Z 02002MPS 0300 R12/0550 FG VV001 00/00 Q1023 R12/19 / / 50 TEMPO 0300 VV002 RMK FZFG QFE691/0922 BASE050M
UAFO 280630Z 02002MPS 0500 R12/0750 FZFG VV002 M00/M00 Q1024 R12/19 / / 50 NOSIG RMK QFE692/0923 BASE060M
UAFO 280600Z 04002MPS 0500 R12/0750 FG VV002 00/00 Q1024 R12/19 / / 50 NOSIG RMK QFE692/0922 BASE060M
UAFO 280530Z 08002MPS 0300 R12/0550 FZFG VV002 M00/M00 Q1024 R12/19 / / 50 NOSIG RMK QFE692/0922 BASE060M
UAFO 280500Z 09002MPS 0300 R12/0550 FZFG VV002 M01 / M01 Q1024 R12/19 / / 50 NOSIG RMK QFE692/0922 BASE060M
UAFO 280430Z 00000MPS 0300 R12/0550 FZFG VV002 M01/M01 Q1023 R12/19 / / 50 NOSIG RMK QFE692/0922 BASE060M
UAFO 280400Z 00000MPS 0100 R12/0200 FZFG VV001 M01/M01 Q1023 R12/19 / / 50 NOSIG RMK QFE691/0922 BASE050M
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NOTAM for OSH:
A0014/11
FROM: 17 FEB 2011 10:00
TO: 31 DEC 2011 23:59
RWY 12/30 EXTENDED 200M FROM THR RWY 12.
RWY 12 THR MARKED AT DIST 200M FROM NEW RWY EXTREMITY.
THERE IS A TURNING PAD FOR ACFT ON DISPLACED THR.
RWY 12/30 LENGTH IS 2814M.
RWY 12: DIST 2814M FROM RWY EXTREMITY AVBL FOR TKOF.
DIST 2614M FROM THR AVBL FOR LDG.
RWY 12: TORA 2714M, TODA 2814M, ASDA 2714M, LDA 2614M.
CWY 250M, WID 150M.
RWY 30: DIST 2814 AVBL FOR TKOF AND LDG.
RWY 30: TORA 2714M, TODA 2814M, ASDA 2714M, LDA 2814M.
CWY 100M, WID 150M.
RWY 12: PALS CAT-I INSTALLED:
RWY THR LGT INSTALLED BEHIND DISPLACED THR ACROSS OVERALL
RWY WIDTH. PAPI INSTALLED AT DIST 250M FROM RWY 12 THR
ON LEFT SIDE OF RWY.
RWY 12: APCH LDG MNM FOR CAT A,B,C,D ACFT - CAT I MNM.
FOR PRECISION APCH AND IFR APCH: DH 60M VIS 800M OR RVR
550M.
Thats also the numbers Jeppesen carries. 60M equals to 200ft.
Don´t know where your number origin?
So if your time (around 1200-1230LT/0600-0630z) is correct, the numbers are okay for a CAT I approach.
A0014/11
FROM: 17 FEB 2011 10:00
TO: 31 DEC 2011 23:59
RWY 12/30 EXTENDED 200M FROM THR RWY 12.
RWY 12 THR MARKED AT DIST 200M FROM NEW RWY EXTREMITY.
THERE IS A TURNING PAD FOR ACFT ON DISPLACED THR.
RWY 12/30 LENGTH IS 2814M.
RWY 12: DIST 2814M FROM RWY EXTREMITY AVBL FOR TKOF.
DIST 2614M FROM THR AVBL FOR LDG.
RWY 12: TORA 2714M, TODA 2814M, ASDA 2714M, LDA 2614M.
CWY 250M, WID 150M.
RWY 30: DIST 2814 AVBL FOR TKOF AND LDG.
RWY 30: TORA 2714M, TODA 2814M, ASDA 2714M, LDA 2814M.
CWY 100M, WID 150M.
RWY 12: PALS CAT-I INSTALLED:
RWY THR LGT INSTALLED BEHIND DISPLACED THR ACROSS OVERALL
RWY WIDTH. PAPI INSTALLED AT DIST 250M FROM RWY 12 THR
ON LEFT SIDE OF RWY.
RWY 12: APCH LDG MNM FOR CAT A,B,C,D ACFT - CAT I MNM.
FOR PRECISION APCH AND IFR APCH: DH 60M VIS 800M OR RVR
550M.
Thats also the numbers Jeppesen carries. 60M equals to 200ft.
Don´t know where your number origin?
So if your time (around 1200-1230LT/0600-0630z) is correct, the numbers are okay for a CAT I approach.
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more pictures:
How did anyone survive this? Only 26 injured after plane flips on landing - see the pix - they are amazing | Mail Online
Impressive that everyone survived
How did anyone survive this? Only 26 injured after plane flips on landing - see the pix - they are amazing | Mail Online
Impressive that everyone survived
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The Aviation Herald link.
...a hard landing resulting in the right main gear collapse, right main wing separation and the airplane rolling on its back while landing on Osh's runway 12 in fog and low visibility...
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Don't need an investigation, the two experts on here already know the causes so do not waste your time thinking about it. Being a PC12 pilot gives you accident investigation qualifications.
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lakerman
I don't jump into any conclusion. Only point out circumstances are similar.
I'm very disappointed you can evaluate somebody's qualification solely looking at post.
I don't jump into any conclusion. Only point out circumstances are similar.
I'm very disappointed you can evaluate somebody's qualification solely looking at post.
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Perhaps opinions are being confused for anger at fellow professionals who, as it would appear on the surface, conducting an approach and landing in rather low weather conditions.
Perhaps the Tower provided RVR values equal to or greater than that shown on the METARs at the time just before to after the accident. And there’s the green light to continue beyond the marker.
We can all agree, on the surface, it does appear that the same ingredients were present at this accident too.
However, let’s wait until the interviews and reports are complete before folks try to take up the role of judge and jury and Aviation Accident Investigation Board. At the end of the day will it be necessary to stand in judgment. The crew involved who survived the accident will have and continue to judge themselves, and have to live with the events for the rest of their lives.
The good news is that the passengers who survived will probably travel by train or bus from now on.
Perhaps the Tower provided RVR values equal to or greater than that shown on the METARs at the time just before to after the accident. And there’s the green light to continue beyond the marker.
We can all agree, on the surface, it does appear that the same ingredients were present at this accident too.
However, let’s wait until the interviews and reports are complete before folks try to take up the role of judge and jury and Aviation Accident Investigation Board. At the end of the day will it be necessary to stand in judgment. The crew involved who survived the accident will have and continue to judge themselves, and have to live with the events for the rest of their lives.
The good news is that the passengers who survived will probably travel by train or bus from now on.