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Smartlynx A320 runway excursion EETN 28.2.2018

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Smartlynx A320 runway excursion EETN 28.2.2018

Old 28th Mar 2018, 06:23
  #101 (permalink)  
A4

Ut Sementem Feeceris
 
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.....the chances of which are infinitely small! What about aliens......
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Old 28th Mar 2018, 08:17
  #102 (permalink)  
 
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While not supporting any particular failure in this incident,with Airbus you can never discount the impossible. Years ago, we were told that it was impossible to lose all 6 screens, but one of ours did over the Bay of Biscay. All ended happily, eventually Airbus came up with a 'why' this happened when it was thought impossible.
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Old 27th Apr 2018, 19:53
  #103 (permalink)  
 
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Taxied past the aircraft yesterday, still sitting on the ramp where it was parked right after the accident, with engines covered and gear doors (at least what remains) hanging. Does not look like it is going anywhere anytime soon.. W/O?
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Old 28th Apr 2018, 08:21
  #104 (permalink)  
 
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Two months down the line after, allegedly, an exceptional combination of sudden technical failures caused a near-catastrophe in s widely used passenger jet. Anyone care to comment on this inexplicable deafening silence?
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Old 28th Apr 2018, 09:09
  #105 (permalink)  
 
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There is one bloke that does accident investigation in Estonia with I think another two helping neither of which have any high level engineering qualifications. There is no real skill set in country for the systems analysis. Normally there is not a lot of on going incidents to work on hence everything is probably getting farmed out. Its not like the UK where there are several investigators full time with multiple full time resources to call on.

The bloke is probably still getting his head round how an airbus works.

What's happened to the airframe?
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Old 28th Apr 2018, 19:30
  #106 (permalink)  
 
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Originally Posted by andrasz View Post
Taxied past the aircraft yesterday, still sitting on the ramp where it was parked right after the accident, with engines covered and gear doors (at least what remains) hanging. Does not look like it is going anywhere anytime soon.. W/O?
It has actually been towed between stands and there is activity around the plane fairly often with doors open, people moving in and around. It is still in poor state though, with the soot still on the engines from the apparent fire(s).

Wonder if the trainees have been cleared for duty again already, Smartlynx was doing a bunch of base training yesterday or the day before.
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Old 6th Jun 2018, 21:39
  #107 (permalink)  
 
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Taxied past it again yesterday, same position, exactly the same state as five weeks ago.
Saw another white tail 320 reg XY-AGO at a gate, apparently leased in from Myanmar Airways to fill the capacity gap for the summer charters.
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Old 29th Sep 2018, 19:48
  #108 (permalink)  
 
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The aircraft is still parked where it was four months ago with hanging gear doors, but now sans engines. Given the long inactvity it could be a w/o.
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Old 2nd Jan 2019, 08:39
  #109 (permalink)  
 
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Well itís 2019 now, no further official information about the cause of what now appears to be a hull-loss. Any news?
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Old 2nd Jan 2019, 09:16
  #110 (permalink)  
 
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FWIW, it took the Germans 7 years to investigate the SIA MUC incident, so donít be too harsh on Estonian investigators...
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Old 2nd Jan 2019, 09:22
  #111 (permalink)  
 
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Definitely hull loss. Plane was purchased by Magnetic MRO I believe, and parted out with the main fuselage being transported away from the airport on the 14th last month. Otherwise no news on the report or investigation that I know of. I think the most recent English language report took them a little over a year to complete and was about a decompression of a small business jet. This crash landing of the Smartlynx could be considered a bit more complex and probably will take longer, but who knows, perhaps something will pop up next month.

Blurry pic of the fuselage being removed:


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Old 25th May 2019, 21:04
  #112 (permalink)  

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Latest FCTM revision comes with a new paragraph. In case of an in-flight failure during circuit training, the next take-off should be (after a full stop, presumably) considered a new dispatch with release as per MEL if required. Any leads this is connected?
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Old 3rd Jun 2019, 02:10
  #113 (permalink)  
 
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As far as I understand, if there are failures during cirquit training, the MEL should now be applied also after each touch and go, not just full stop landing. The final report will most likely reveal that this is related.
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Old 3rd Jun 2019, 23:32
  #114 (permalink)  
 
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Originally Posted by FreezingDrizzle View Post
As far as I understand, if there are failures during cirquit training, the MEL should now be applied also after each touch and go, not just full stop landing. The final report will most likely reveal that this is related.
Really? If I go around, must I apply the MEL before I land again? If I get a no-go item such as an aircraft that will no longer compress due to a tail strike, what am I supposed to do? The MEL can be used for information, but not procedures to be followed as they're designed for use on the ground. Some procedures might ask you to pop cbs, those procedures are not approved for use in flight.
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Old 4th Jun 2019, 10:21
  #115 (permalink)  

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GG you are reading it all wrong. Me guilty as charged, things lost in translation of my post as well.

Your example is good, just do not put GA into the explanation. Should you have a tailstrike during circuit touch and go training, surely you just come back. And that is when the new wording from Airbus comes to rule. After that touchdown we are told to stop and apply new maintenance dispatch release, including MEL relief and restriction if possible or required. Kind of a no brainer huh, nobody would continue the circuits with a scratched tail.

Well, for some gremlins it might not be as clear cut and immediately obvious. BRK SYS 2 fault? Hot Air fault?

Now, most likely as a result of a human factors cluster flop, a new sentence is introduced to clarify that a fault during circuits ends the exercise with the next touchdown, and once stopped the ground phase MEL restrictions would apply.

It seems related to this accident, hence I revivied the topic.
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Old 4th Jun 2019, 20:16
  #116 (permalink)  
 
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Originally Posted by giggitygiggity View Post
Really? If I go around, must I apply the MEL before I land again? If I get a no-go item such as an aircraft that will no longer compress due to a tail strike, what am I supposed to do? The MEL can be used for information, but not procedures to be followed as they're designed for use on the ground. Some procedures might ask you to pop cbs, those procedures are not approved for use in flight.
As already pointed out, this FCOM revision was related to cirquit training, not to normal revenue flights. In cirquit training this means that you cannot perform a touch and go (or a full stop and a new take off) IF you have new failures and IF you havenít applied the MEL. If, say, an ELAC fails during cirquit, instead of a planned touch and go, you must now make a full stop landing, apply the MEL and then take off again if allowed by MEL. Obviously if you are airborne, youíll handle your ECAM actions the same as always.
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Old 5th Jun 2019, 08:44
  #117 (permalink)  
 
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The FCTM revision came out from Airbus in Dec 18 (and obviously took time to filter down to line pilot level). I've been told there's a link.
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Old 3rd Nov 2019, 23:00
  #118 (permalink)  
 
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Simon H has written up the accident report.What a horrible situation the crew found themselves in.
Accident: Smartlynx A320 at Tallinn on Feb 28th 2018, runway excursion after bad touch and go due to elevator control completely lost
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Old 3rd Nov 2019, 23:47
  #119 (permalink)  
 
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Jeez, that was a real Halloween read just before bed. Aviate, Navigate, Communicate saves the day.
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Old 3rd Nov 2019, 23:58
  #120 (permalink)  
 
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Crikey! My head really hurts after reading that...

SEC design flaw allowing for a single event, the left landing gear temporary decompression, to cause the loss of pitch control by both SECs.
Tut tut!

Last edited by Capn Bloggs; 4th Nov 2019 at 01:16.
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