PIA A320 Crash Karachi
In terms of usual safety procedure; if, in fact, a go-around was initiated after a gear-up touchdown, would that not usually result in the aircraft commander announcing an emergency to ATC. And is it conceivable that the pilots were unaware of scraping engine nacelles on the runway? Thanks in advance.
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A journalist called Ovais Jafar has just posted on twitter an extract of the audio between ATC and the pilot. It appears they had problems with the landing gear and also lost both engines at the end. This is a longer extract than the earlier transcript and audio posted here. Sorry but I cannot post links here.
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Also the intake nacelles of both engines look very much intact. Can engine scraping of this degree cause loss of oil ? Are there critical components towards the belly of the engines that are susceptible to scraping damage? Thank you.
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The 'damage' to the underside of the nacelles is consistent with first points of contact gear up at touchdown attitude.
The GPWS 'Too Low Gear' would have been impossible to ignore though.
I would have thought that a subsequent go-around would have resulted in a tail strike.
Post crash fires are not always the result of remaining fuel. In the tragic wreckage site, there's more than likely enough burnable debris to cause significant burning.
Double engine failure due fuel exhaustion is a possibility.
The GPWS 'Too Low Gear' would have been impossible to ignore though.
I would have thought that a subsequent go-around would have resulted in a tail strike.
Post crash fires are not always the result of remaining fuel. In the tragic wreckage site, there's more than likely enough burnable debris to cause significant burning.
Double engine failure due fuel exhaustion is a possibility.
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Grateful if someone will please clarify for me , a non aviation person, part of the transcript.
In essence, why does the ATC controller ask about a "belly landing" when the pilot declared engine failure ? Isn't that something strange to ask , considering that landing gear problems are not always linked to engine issues ?
In essence, why does the ATC controller ask about a "belly landing" when the pilot declared engine failure ? Isn't that something strange to ask , considering that landing gear problems are not always linked to engine issues ?
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My question is: Is there any evidence that the aircraft struck the runway on the first attempt other than the unconfirmed photographs showing black marks on the nacelles? I'm not sure which is chicken and which is egg, here.
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Just my 2 cents,
Damage under the engines looks more considerable than oil leak and starts too far forward.
Difficult to tell but looks like the drain masts are gone.
As for not noticing the GPWS LG warning, its happened before.
Damage under the engines looks more considerable than oil leak and starts too far forward.
Difficult to tell but looks like the drain masts are gone.
As for not noticing the GPWS LG warning, its happened before.
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Here's a detail from one of Hamza Omer's widely published pictures of the aircraft, presumably after the first approach. There does appear to be damage from nacelle scrapes and the RAT is indeed deployed.
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Various sources on social media suggesting GA due to unsafe landing gear and bird strike on the climb out leaving them without thrust. That chimes with the evidence thus far. Either way, not much that could be done in that case with little altitude, no thrust and no options.
While not conclusive, the Mode S altitude readouts referred to in previous posts would support the proposition that the aircraft descended to 0' AAL during the GA.
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I'd call BS on the bird-strike. The nacelles do look scraped - and #2 looks worse than #1 with damage externding farther forward, including the lower intake-ring.
It would be interesting to know if the rear fuselage got scraped, too. In any way, the scrape-damage overall seems fairly slight: The nacelles are just held in place by the lower latches and they seem to hold together quite well.
Maybe they really did just barely scrape the runway during a late G/A.
I think they couldn't have made the runway - they probably saw the runway rising in their line of sight and did what most people would do - pull the stick.
The area doesn't look too inviting for a dead-stick landing, so one couldn't really blame them for doing it, given the amount of options...
It would be interesting to know if the rear fuselage got scraped, too. In any way, the scrape-damage overall seems fairly slight: The nacelles are just held in place by the lower latches and they seem to hold together quite well.
Maybe they really did just barely scrape the runway during a late G/A.
I think they couldn't have made the runway - they probably saw the runway rising in their line of sight and did what most people would do - pull the stick.
The area doesn't look too inviting for a dead-stick landing, so one couldn't really blame them for doing it, given the amount of options...
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In short, no. The photographs appear to be genuine, but the origin of the marks are educated speculation at this stage. However a ground strike appears to be the scenario most fitting the known facts at the moment. Suggest you read the Smartlynx 320 accident synopsis: https://avherald.com/h?article=4b57c3dd
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Reviewing the pictures of the go-around, does it seem odd to anyone else that the flaps and slats appear to be retracted?
I'm assuming that:
1. The picture was taken soon after the aborted landing... (Based on the angle the picture is taken from)
2 The pilots wouldn't retract all the flap/slat at low level.
Could this point to the approach being flown in abnormal gear/slat/flap configuration?
I'm assuming that:
1. The picture was taken soon after the aborted landing... (Based on the angle the picture is taken from)
2 The pilots wouldn't retract all the flap/slat at low level.
Could this point to the approach being flown in abnormal gear/slat/flap configuration?