UPS A306 Hard Landing KABQ
Thread Starter
UPS A306 Hard Landing KABQ
From Accident: UPS A306 at Albuquerque on Mar 22nd 2011, hard landing
"Accident: UPS A306 at Albuquerque on Mar 22nd 2011, hard landing
"By Simon Hradecky, created Thursday, Mar 24th 2011 15:46Z, last updated Saturday, Mar 26th 2011 08:18Z
"A UPS United Parcel Service Airbus A300-600, registration N173UP performing flight 5X-797 from El Paso,TX to Albuquerque,NM (USA) with 2 crew, touched down very hard while landing on Albuquerque's runway 26 at 20:24L (02:24Z Mar 23rd). The crew initiated a go-around, tower ordered a go-around, the airplane was vectored for another approach this time to runway 03. The aircraft landed without further incident about 10 minutes later and vacated the runway.
"No injuries occurred.
"The FAA reported that post flight inspection revealed substantial damage to the airframe and rated the occurrence an accident.
"Reader Erik reported he saw workers inspecting the bottom of the tail section of the aircraft using a mechanical lift (see photo). He could not see any damage of the aircraft (e.g. creases).
"Runway 26 (length 13,793 feet/4205 meters) has no instrument approach procedure, there are mountains rising up to 10,000 feet MSL (4500 feet above aerodrome level) 7nm east of the runway threshold, runway 03 (length 10,000 feet/3050 meters) has an ILS.
"Metars:
"KABQ 230356Z 31008KT 10SM CLR 08/M12 A3001 RMK AO2 SLP139 T00831117
"KABQ 230256Z 32013KT 10SM FEW140 09/M12 A2998 RMK AO2 SLP127 T00891122 53024
"KABQ 230156Z 32016KT 10SM FEW100 10/M13 A2994 RMK AO2 PK WND 33026/0100 SLP114 T01001128
"KABQ 230056Z 32015G23KT 10SM FEW100 SCT180 12/M13 A2991 RMK AO2 PK WND 28026/0003 SLP101 T01171128
"KABQ 222356Z 28017G26KT 10SM FEW100 SCT180 13/M14 A2990 RMK AO2 PK WND 29028/2329 SLP090 T01331139 10139 20089 55007 "
"Accident: UPS A306 at Albuquerque on Mar 22nd 2011, hard landing
"By Simon Hradecky, created Thursday, Mar 24th 2011 15:46Z, last updated Saturday, Mar 26th 2011 08:18Z
"A UPS United Parcel Service Airbus A300-600, registration N173UP performing flight 5X-797 from El Paso,TX to Albuquerque,NM (USA) with 2 crew, touched down very hard while landing on Albuquerque's runway 26 at 20:24L (02:24Z Mar 23rd). The crew initiated a go-around, tower ordered a go-around, the airplane was vectored for another approach this time to runway 03. The aircraft landed without further incident about 10 minutes later and vacated the runway.
"No injuries occurred.
"The FAA reported that post flight inspection revealed substantial damage to the airframe and rated the occurrence an accident.
"Reader Erik reported he saw workers inspecting the bottom of the tail section of the aircraft using a mechanical lift (see photo). He could not see any damage of the aircraft (e.g. creases).
"Runway 26 (length 13,793 feet/4205 meters) has no instrument approach procedure, there are mountains rising up to 10,000 feet MSL (4500 feet above aerodrome level) 7nm east of the runway threshold, runway 03 (length 10,000 feet/3050 meters) has an ILS.
"Metars:
"KABQ 230356Z 31008KT 10SM CLR 08/M12 A3001 RMK AO2 SLP139 T00831117
"KABQ 230256Z 32013KT 10SM FEW140 09/M12 A2998 RMK AO2 SLP127 T00891122 53024
"KABQ 230156Z 32016KT 10SM FEW100 10/M13 A2994 RMK AO2 PK WND 33026/0100 SLP114 T01001128
"KABQ 230056Z 32015G23KT 10SM FEW100 SCT180 12/M13 A2991 RMK AO2 PK WND 28026/0003 SLP101 T01171128
"KABQ 222356Z 28017G26KT 10SM FEW100 SCT180 13/M14 A2990 RMK AO2 PK WND 29028/2329 SLP090 T01331139 10139 20089 55007 "
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Respectfully, the term "accident" actually has a legal definition and that falls under the auspices of the FAA.
The FAA defines WHAT criteria constitutes an accident.
The NTSB determines what CAUSED the accident.
This may help.
Reigel Law Firm, Ltd., an Aviation Law Firm
The FAA defines WHAT criteria constitutes an accident.
The NTSB determines what CAUSED the accident.
This may help.
Reigel Law Firm, Ltd., an Aviation Law Firm
Brian
Perhaps there is an oil industry forum where those who know little about oil could express firm opinions on how the oil industry should work, why they are so incompetent, and how they should improve.
SM. Well, you have shown your lack of knowledge in the field of aviation. First, accidents have firm, objective definitions that doesn't require much investigation, as opposed to why it happened, which does and is somewhat interpretive. Second, the FAA is delegated by the NTSB to conduct investigations into certain accidents, especially GA, freighters and accidents that are not getting large political (read: news coverage) interest. A bus accident in NYC last week just about got a GO TEAM, a freighter with crew only? They'd have to put it into a subdivision.
GF
Perhaps there is an oil industry forum where those who know little about oil could express firm opinions on how the oil industry should work, why they are so incompetent, and how they should improve.
SM. Well, you have shown your lack of knowledge in the field of aviation. First, accidents have firm, objective definitions that doesn't require much investigation, as opposed to why it happened, which does and is somewhat interpretive. Second, the FAA is delegated by the NTSB to conduct investigations into certain accidents, especially GA, freighters and accidents that are not getting large political (read: news coverage) interest. A bus accident in NYC last week just about got a GO TEAM, a freighter with crew only? They'd have to put it into a subdivision.
GF
if the spoilers/reversers were not deployed do a touch and go...
http://ecfr.gpoaccess.gov/cgi/t/text/text-idx?c=ecfr&tpl=/ecfrbrowse/Title49/49cfr830_main_02.tpl
http://ecfr.gpoaccess.gov/cgi/t/text/text-idx?c=ecfr&tpl=/ecfrbrowse/Title49/49cfr830_main_02.tpl
Last edited by Pugilistic Animus; 27th Mar 2011 at 01:30. Reason: wrong link
Thread Starter
An airline's safety policy will also have a material effect upon reporting. A healthy safety culture at a major carrier would receive many thousands of reports per year. An airline's FOQA Program is sometimes coordinated with such reports, (deidentified). It may be that the operational or handling circumstances that led to this event were in UPS's FOQA data will be the subject of an internal safety investigation.
d105;
A go-around from a hard touchdown and bounce can be done quite successfully, providing reverse has not been selected, and generally the event occurs so quickly that there wouldnt' be time for the selection. I know of two such events and from the data they both worked out safely; one touched down (lightly) a second time before continuing. The engines spooled quite quickly even though in one case the thrust levers had been closed, (for about 3 seconds, so the N1 was still fairly high).
The subject of spoiler deployment and a resulting hard second touchdown after a bounce is covered very well in the SATA A320 thread. I don't know if the same spoiler/thrust lever/air-ground logic for the A320/A330 series applies to the A300 - I suspect not as the A300 is not fbw.
"Please don't confuse SM with facts."
Well, for me, SM is one of two who are on auto-ignore, so no problemo.
PJ2
d105;
A go-around from a hard touchdown and bounce can be done quite successfully, providing reverse has not been selected, and generally the event occurs so quickly that there wouldnt' be time for the selection. I know of two such events and from the data they both worked out safely; one touched down (lightly) a second time before continuing. The engines spooled quite quickly even though in one case the thrust levers had been closed, (for about 3 seconds, so the N1 was still fairly high).
The subject of spoiler deployment and a resulting hard second touchdown after a bounce is covered very well in the SATA A320 thread. I don't know if the same spoiler/thrust lever/air-ground logic for the A320/A330 series applies to the A300 - I suspect not as the A300 is not fbw.
"Please don't confuse SM with facts."
Well, for me, SM is one of two who are on auto-ignore, so no problemo.
PJ2
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I'm not familiar with the A300. Do the spoilers extend automatically on touchdown or not?
The way the article is written really confuses me. I don't see how the tower would instruct a crew to perform a go-around after the aircraft has already touched down. Nor do I understand why a crew would think it a good idea to simply perform a touch and go after what must have been quite the hard landing.
It's the wording of the article that has me confused.
The way the article is written really confuses me. I don't see how the tower would instruct a crew to perform a go-around after the aircraft has already touched down. Nor do I understand why a crew would think it a good idea to simply perform a touch and go after what must have been quite the hard landing.
It's the wording of the article that has me confused.
Misd yes they are.The A306 is the aircraft that Airbus forgot. A lot of the technology of the fbw buses appeared on the 310 and 306 ,the problem is that having proved it would work Airbus then turned their back on it.The 306 has an ecam but the basic data modules date from the 1980s and the crew has to resort to a QRH the size of an airport paperback! The interfaces between the 1970s A300B4 systems and the electronics dont work very well either. On a cold winters morning the best thing to do is turn the electrics on and go and have a coffee whilst the old girl warms up and dings away with spurious ecam. Every flight is like a loft check and the qrh and mel are never far away. It still is the best airbus to hand fly though
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tubby - 1990 hrs A300-600R. If I knew it was FBW for roll control I forgot that. No longer have the manuals. The only info I found online stated the FBW for roll spoilers started with the A310.
It was a very nice handing flying airplane. Perhaps the best handling large jet I've flown(8 types, 1000+ hrs in each), but it was not easy on your ego at touchdown.
It was a very nice handing flying airplane. Perhaps the best handling large jet I've flown(8 types, 1000+ hrs in each), but it was not easy on your ego at touchdown.
