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A320 misses runway
+ sounds like compressor stalls on the GA? |
Originally Posted by skydler
(Post 10618928)
COR VOBL 110200Z 07004KT 0050 R09/125 R27/175 FG BKN002 19/19 Q1016 NOSIG= VOBL 110130Z 03003KT 0200 R09/1500 FG BKN002 19/19 Q1016 NOSIG= Below the approach sketch for ILS Rwy 09. No meaning to judge before the final report, but it seems to me that if the pilot saved your life with the go around, maybe sometime before that your life was put in real danger: for what reason and from whom, report will tell. Joe. https://cimg4.ibsrv.net/gimg/pprune....5fd8916a0.jpeg |
You see the runway edge then the aircraft just drifts left until touching on the grass!!:ugh:
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I really do not want to judge but HOW? It all looks calm and normal it is just in wrong direction.:confused:
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Interesting that the camera is as steady as a rock for around 15 seconds after passing over the piano keys before it all goes shaky, suggesting that the ground contact was around 3,500' past the threshold.
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Sounds like the ground contact came just after the engines spooled up. The GTF has a fairly unique sound when accelerating from idle initially which gives that away. Then it kept surging on the way back up. |
Originally Posted by joe falchetto 64
(Post 10618971)
this is the metar at accident time: Below the approach sketch for ILS Rwy 09. |
My Monday morning quarterbacking is that they were high and fast (seen it in India myself first hand, watching a touchdown half way along a 2800m runway) go around, only pushed forward one click, heads inside wondering why and forgot to read the FMA. Eventually they got TOGA just before they ran out of height under the wheels. But that's just a theory, and stranger things have happened ...
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Originally Posted by compressor stall
(Post 10619056)
My Monday morning quarterbacking is that they were high and fast
That said, there are two relevant points on the FlightAware plot. The first shows the A320 approximately 700' past the threshold (roughly between the first and second TDZ markers) at a QNH-corrected height of 3025' (25' AAL) and a groundspeed of 139 kts (into a 4 kt headwind component, per the METAR). At that stage, the aircraft is very slightly left of the runway centreline. The second point is once the aircraft is airborne again after its grassy excursion, abeam the upwind threshold at 500' AAL and by this stage about 300' to the right (south) of the runway centreline. GS is 138 kts. The most interesting part of the trajectory is of course what happened between those two points:O. Sadly, both FR24 and FlightAware are silent in that respect, though doubtless the investigation report won't be. |
Is it just me - but can you hear the autopilot disconnect calvary charge at the beginning of the video?
Quite the foul up. This and the Russian landing out in the rhubarb earlier in the year only solidifies how tough the 320 series is built. |
They should consider themselves lucky. That full power go around with associated ground contact after is extremely dangerous. If that was a wet/soggy surface then I’d expect loss of control. Why they held that flare with dirt in front of them for so long is anyone’s guess. I assume they had no vis out the window, and got distracted by the Sharklet float. I have seen this behaviour before, new recruits who get sidetracked by the prolonged Sharklet float if they were fast, and lose centreline/situational awareness with the mind focused on why they are not making contact with ground. Is it just me - but can you hear the autopilot disconnect calvary charge at the beginning of the video? |
Should they even have been there at all? The vis looks way less than CAT 1 during the flare, is it possible they lost visual reference?
I’d love to know what RVR’s they were given during the approach. LD |
Originally Posted by Locked door
(Post 10619224)
Should they even have been there at all? The vis looks way less than CAT 1 during the flare, is it possible they lost visual reference?
I’d love to know what RVR’s they were given during the approach. LD |
Actual seems to have been amended down to 125 RVR in half hour, did they not notice or no one tell them ? No cat2/3 on chart
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My dear Shafeeq, You may need to revise your understanding of the phrase "saved us",then go and consult someone from the legal profession. |
WOW! Can’t wait to hear more information on this landing. |
Is the aircraft fitted with HUD ?
Does the operator use HUD regularly ? |
Maybe an approach to a Cat1 runway in less than Cat 1 conditions? Maybe the approach was commenced when conditions were good enough and then they declined? The A/P disconnect seems to coincide with Cat1 minima? (what’s the minimum use height, single channel in an A320 if there is such a thing?). Had me thinking about the TNT 737 approach into EGNX a number of years back. Low viz conditions with the aircraft touching down in the grass to the left of the runway before going around. Different set of circumstances I’m sure (the Captain inadvertently disconnected the a/p whilst attempting to respond to r/t). Left one of the MLGs on the grass! The Airbus seems pretty rock solid, it’s had a few ‘tests’ thrown at it recently |
Did they try an autoland?
If so, bad idea. Nearly all Indian airports will try to make you seasick when you connect to the localizer. That includes CATIII at Delhi. |
Definitely hear the sound of the autopilot disconnecting so we can discount the idea of an auto land gone wrong due to localiser interference. The visibility at the beginning doesn't look that bad but appears to deteriorate fairly rapidly as they get closer in. I would say they lost visual reference in the last few seconds and drifted off the center line without realising it until they were in the grass. The runway is 45m wide so a drift of a little over 20m will have you departing the pavement. This wouldn't be too difficult if both heads were looking out trying to acquire the runway and no one was monitoring the instruments. Slant range effect may also have paid a part.
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