Nordwind severe hard landing Antalya
 

https://aviation-safety.net/database...?id=20200110-0

https://t.co/Apdenv843i

Looks like a write-off ... airframe 2.5 years old.

Not sure if it will be a write-off.
Similar damage (if not more serious) was done to a 757 at Funchal and was repaired. The aircraft went back into service about 6 weeks later, I think.

Well, if a repair is feasible, here is the blueprint:

Damage:
Berlin: Lichtmast fällt auf Condor Jet - European-Aviation.net
Repair:
Condor Airbus A321-200SL D-AIAF ? Berlin-Spotter.de

Rumor is that the crew decleared emergency due to smoke.

Also written in first link above.

Thanks for the reminder, didn’t check the links in fact :uhoh:

Kudos to the crew, windshear, hard landing, dual hyd failure, smoke and everyone on board is safe:D

A go around after smashing the nose wheel in on a long runway. Maybe it just bounced back into the air but interesting decision.

Had they already decided to do a go around then they were slammed onto the runway?

The report is brief, and RnR might be correct although in the CP’s report. “ He attributed the hard landing to 'windshear' over the threshold. ”

I read somewhere else that there were no pax on board, but that may be incorrect.

"Russia's Embassy in Antalya reported there were no passengers on board of the aircraft, only crew according to the local office of Nordwind Airlines."

Accident: Nordwind A321 at Antalya on Jan 10th 2020, hard landing

Regardless of the cause for the heavy landing, it looks like they earned their keep after the GA - smoke, dual hyd failure, no attitude indication etc.
Interesting decision making doing a low pass with smoke though, I think I’d just want to get it on the ground.

At least everyone walked (or hobbled) away.

Airbus fixed a few 4g and above landings at one Asian loco many years ago, engineering capabilities have only improved so should not be an issue, depends on the insurance policy I guess, and what the lawyers say.

How many bounces? They were empty. Floated then dropped heavily. Bounced then landed it on the nosegear. Then go around. I’ve seen this before, however required both nose and main gear replacement.

I had a newer FO land a ferry a few weeks back A321. I briefed him ie caution- float. Did not listen and landing was firm after letting it float.

Be interesting to see if manual thrust was being used. Ferry flights are often used as an opportunity to practice hand flying. Maybe they were just unlucky, Antalya is one of those places which is normally easy but in winter can occasionally be a handful with (for northern europeans) unseasonal heavy CBs for example.

If the aircraft were being landed unusually light (no pax, low fuel) it may have surprised the pilot flying by floating, and tempting the pilot to try to force it on.

It looks similar to the wheelbarrow landing of a Monarch B757 G-MONC in Gibraltar a few years ago.
They thought at the time that would be a write off, but I believe after some £4M spent, it was in service again?G-MONC

NbY The Monarch Aircraft touched down gently on its main gear. It was the de-rotation that bent it. The AAIB report is available on line.

Aren't 757's a special case? (e.g. Monarch/Gib, Delta/Funchal).

A valuable combination of range and capacity for some route structures, that cannot be replaced (yet) - regardless of the size of an insurance write-off cheque?

I wonder if this is the result of landing with too much thrust. It seems to be quite prevalent, and I wonder if this is a poor habit carried over from flying turbo props.

Some pilots seem to forget that in a jet, idle is still producing a significant amount of thrust. In my jet, enough to overcome rolling friction almost at max TO weight. And that is ground idle, never mind the higher approach idle spool speed.

Some tell-tale signs a pilot is landing with excessive thrust are autospoilers not deploying and landing flat or on the nose wheel. If the thrust levers are too far forward then systems for stopping are past the threshold for deployment.

Also, any excess airspeed carried for wind should be bled off before touchdown to prevent a situation where you are forcing the plane to stop flying too early.

Would be interesting to see a video of the landing. I would not be surprised to see a porpoise situation from forcing the jet on too early which developed into a massive bounce with the ensuing GA.

Being an empty repo, maybe there was even crew on the jump seat videoing the event.

Mismanagement of thrust may well have played a role but as others have pointed out the different flying characteristics when a big aircraft like the 321 is empty probably also contributed. I found the aircraft pleasant to land, but was always conscious of the potential for tail strike. Perhaps because people tend to be more aware of this risk I have heard that there are actually a lower number of tail strikes on the 321 than on the shorter 320. Nonetheless the concern might well have led the pilot flying to limit his elevator input. Anyway we will find out in due course.