wake turbulence?
 

LTBA 250750Z 20004KT 160V240 CAVOK 15/07 Q1020 NOSIG
LTBA 250720Z 17005KT 140V200 CAVOK 15/05 Q1020 NOSIG


If the separation to the preceeding heavy Azerbaijan 787 was just minimum, the light quatering tailwind for RWY 05 could explain some wake turbulence and a sudden right roll that could be difficult to correct so close to touch down

Interesting
 

Rumours & News - PPRuNe Forums

Has anyone noticed how often the words Airbus, Asia, Turky or Turkish appear on this page?

Wake Turbulence?
 

IF IF IF
this was wake turbulence.
We had a nasty at RAE Bedford in the 70s when a Hawk was close behind a large transport (Britannia).

It seemed the worst situation is a large mismatch between leading/following aircraft sizes? and a crosswind of about five knots. Instead of spreading outwards at about five knots as usual the upwind vortex is held at or about the runway giving a large rolling moment near the ground.

It may be the changed control laws of the Airbus near the ground complicate the handling in this situation

All said with the aim of spreading the word not stating what happened

Everyone needs to stop been an expert and let the real experts , accident investigation team do their job

"Theory" in rumours network.
 

Minimum or negative separation from heavy 787 caused right roll and damages, then excellent flying and smooth landing with no casualties. Interesting to see data from ATC.

To all the armchair pilots immediately blaming TK once more:

What is YOUR SOP for a bounced landing then?

No injuries, aircraft reuseable ( at least it looks like it).

Are there no pilots left on PPRUNE? Why do you think they might have gone for 35L instead?

Calmcavok
maybe 05/23 contaminated with bits of A320?

From the metar I'd say 23 was more into-wind but I forget the details of IST.

I Landed just after this incident,the wind was 220/07kts

35L gave them an extra 1000 feet or so to play with. I also believe that it's a little wider.

Lets wait for the report.

One thing I do know after 30 years or so is that sometimes 15 degrees per second the bus gives you isn't quite enough. And did I mention how difficult it is to intervene when someone porks it. Boeing on the other hand.........

David: possibly but the nose wheel doors are also open!

Has there been any previous A318-21 cases where the main gear was damaged on a bounced landing go-around.

I have on several occasions hit some very strong wake turbulence while following a 787( while flying in 777). While less likely so close to the runway as it should have dissipated quickly, I can see how you could quickly find yourself bouncing off the runway.
I seem to recall Jetblue had a similar incident in JFK....although they rolled 30 degrees while doing auto land they managed to go around prior to contact with ground.

Its absolutely amazing in this video to see the right engine engulfed in violent flames flying over the city...Really a great and lucky outcome!

dumpert.nl - Vliegtuig met brandende motor

A real head-scratcher for me.

Clearly some excellent aviation skills at work getting this badly-injured bird back on the ground safely - but what caused the initial hard landing and damage in the first place?

I'll read the nitty-gritty detail with interest, when available.

http://www.skybrary.aero/bookshelf/books/178.pdf
Recovery from a high bounce
In case of a more severe bounce, do not attempt to land, as the remaining runway
length might not be sufficient to stop the aircraft.
The following generic go-around technique can be applied:
• Maintain a normal landing pitch attitude;
• Initiate a go-around by triggering go-around levers and/or advancing throttle/thrust
levers to the go-around thrust position (depending on aircraft type);
• Ignore the takeoff configuration warning, if any;
• Maintain the landing gear and flaps configuration;
• Be ready for a possible second touchdown;
− Do not try to avoid a second touchdown during the go-around. Should this
happen, the second touchdown would be soft enough to prevent damage to the
aircraft, if pitch attitude is maintained;
• When safely established in the go-around and no risk of further touchdown exists
(i.e., with a steady positive climb), follow normal go-around procedures; and,

Some serious post bounce damage viewed from the cabin.

https://pbs.twimg.com/media/CDbugwjWEAAh0PE.png

Same considerations apply as to the MLG doors.

Besides, the link in post #8 contains an ATC recording. Don't you think we'd have heard by now if there had been problems reported lowering the gear prior to the first approach ?

My A320 FCOM says:
"After a bounce with an A320, the spoilers remain extended if you leave the thrust levers at idle. Idle is when the thrust levers are below 3 deg, and below 15 deg when the radio height is below 6 ft.

In case of a light bounce, maintain the current pitch and complete the ldg, while maintaining the thrust at idle. In case of a high bounce, initiate a go-around.
In either case do not try and soften the second touchdown by increasing the pitch attitude."

People that suggest otherwise, please contact Airbus and tell them you're well thought out procedure, so I can use them in the future :ok: