Sheremetyevo Superjet 100 in flames
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As for response time, if fire crews were holding in the taxiway around the middle of the runway, and the aircraft ended up at the end of the runway, they had to travel about 2kms to get to it. Assuming an average speed of 80km/hr, which allows for accelerating and decelerating, the time to the aircraft would be 1 min 30 secs following clearance to enter the runway. If the average speed was 70km/hr, the time taken would be 1:43. And unlike the very controlled video being used for comparison, in an actual fire crews have to slow down to assess the situation and quickly decide on and coordinate a first response strategy under extreme stress. This was probably the fire crew's first real life-threatening passenger aircraft fire, and odds are it will be their last, such is the life of airport fire crews. So perhaps don't presume so much.
Changing cabin baggage standards and weights would require all airlines operating the same route to agree. It would require agreements around the world. It will not happen. The Pax want to pay less money and airlines facilitate that for them. Nothing will change - unless you can PROVE that cabin bags in evac cause MUTLIPLE deaths.
Add in that Manufacturers retro fit a central locking system on overheads that locks when landing gear down in flight and only released after that by cabin crew at gate.
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Sorry to add one more comment about baggage. I haven't flown for years now but I remember 30-40 years ago the size standard was enforced, at least at my local airport CYYZ. There was a metal rectangle representing the width and height of the space under the seat and, if your hand baggage couldn't pass through it, you had to check it in to the baggage hold, even directly from the departure gate. Was that not universally enforced at that time?
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They would be entirely misplaced, as well as ineffective. Attempting to criminalize undesirable behavior in a life-threatening emergency is a fool's errand.What's more, any such prosecution would be unlikely in the extreme to result in conviction. Defense counsel and experts in behavioral psychology would eviscerate the prosecution and the chances of convincing jurors to convict would be negligible at best.
They will forget about this event, just like they forgot about children that died due to lack of actions of fire crews (coincidentally, well, not really) when a mall burnt down completely in Kemerovo about a year ago... 60 people died, including 37 children.
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They would be entirely misplaced, as well as ineffective. Attempting to criminalize undesirable behavior in a life-threatening emergency is a fool's errand.What's more, any such prosecution would be unlikely in the extreme to result in conviction. Defense counsel and experts in behavioral psychology would eviscerate the prosecution and the chances of convincing jurors to convict would be negligible at best.
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Sorry to add one more comment about baggage. I haven't flown for years now but I remember 30-40 years ago the size standard was enforced, at least at my local airport CYYZ. There was a metal rectangle representing the width and height of the space under the seat and, if your hand baggage couldn't pass through it, you had to check it in to the baggage hold, even directly from the departure gate. Was that not universally enforced at that time?
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the approach seems relatively uneventful as far as it can be judged by in-flight recording but I agree that the bounce is pretty severe. Difficult to form an opinion until de FDR data becomes available.
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The British Airtours flight that had a somewhat similar evacuation issue shows some interesting results when survivor seat locations are calculated as shown on the Wiki page for thes flight BA 28M. An analysis afterwards appeared to show that some people were frozen in their seats while some clambered over the backs of seats and pushed their way out.
Some people 8, 9 and 10 rows behind the over wing exits managed to get out OK whereas some people just two rows away did not. It was suggested at the time that some people had a "survival at any cost" reaction.... which just goes to support what you are saying, one never knows how one might react in such a situation
Some people 8, 9 and 10 rows behind the over wing exits managed to get out OK whereas some people just two rows away did not. It was suggested at the time that some people had a "survival at any cost" reaction.... which just goes to support what you are saying, one never knows how one might react in such a situation
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So a stable approach but at a somewhat higher speed than normal? At least it is to my eye. No PA sounds, no calling for "brace, brace", in other words the crew expected a "normal" precautionary landing following a loss of some power?
That was a very hard touchdown indeed!
Does the video suggest a botched landing due to being forced to land in an uncomfortable "mode", with the prior issues (lightening strike?) only a secondary contributing factor?
That was a very hard touchdown indeed!
Does the video suggest a botched landing due to being forced to land in an uncomfortable "mode", with the prior issues (lightening strike?) only a secondary contributing factor?
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This video posted by the Guardian appears to show (at least to me) the engines were producing significant thrust as the aircraft traveled down the runway on fire. I wonder if the PF engaged TOGA after the first bounce. The view starts at 0:15.
There's also a brief shot in the video that appears to show part of the left MLG punched through the wing.
There's also a brief shot in the video that appears to show part of the left MLG punched through the wing.
Last edited by ThreeThreeMike; 6th May 2019 at 22:56.
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Since this thread started, hundreds of thousands of passengers have flown and arrived safely with their cabin bags. There's an old saying that hard cases make bad law. Jumping around demanding changes to baggage configuration on the basis of one accident is not rational in the hard-headed world of commercial aviation. One could equally argue that rear-facing seats would similarly improve survival statistics - that's not going to happen either. As ever, the times of maximum danger for SLF are the journeys to and from the airport. Life's a risky old business.
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I haven’t read the entire thread because of the carry-on (or should I say carrion) warriors. One question: Is the main gear somewhere behind the wreckage or still attached to the plane?
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