Tass reports A321 EFATO crash landing, no fatalities

[aeropilot]

Eric Mc said:

What is in that location now - more runway I presume?

Pretty much.
If you look on Google maps and draw a vertical line from the north-east corner of Terminal 5 up towards the north runway, where the line intersects the runway is pretty much about where the DC-8 came to rest.

[Chuck328]

red_slr said:

This is why one pilot takes the throttles and the other flies.
At v1 the throttle pilot takes their hands off so you are going no matter what.

With most airlines it usually Captains throttles/thrust levers regardless if they are doing the flying or not. Before V1, Skipper decides, stop or go.

[Gandahar]

Good piloting skills and also lucky not built up, there are houses later on the flight path so whether he had to go down there or decided it looked a good spot it certainly was.

People videoing plane crashes always seem quite cool, perhaps they do it for posterity or just something to occupy themselves rather than brace etc?

[CoolHands]

How do they recover the plane?

[red_slr]

Its Russia so probably fly it out.

[Krikkit]

CoolHands said:

How do they recover the plane?

I think they've already said the hull's a write-off, so they'll break it down on site.

[LP670]

Is it preferable to land with the landing gear raised in these sort of instances?

[aeropilot]

LP670 said:

Is it preferable to land with the landing gear raised in these sort of instances?

I've seen it reported elsewhere that SOP's in the manual is gear down, but, the time scales for SOP checklist checking from when the strike occured pretty much that SOP's went out the window, and the emergency pilot drill of 'aviate, navigate & communicate' clearly took precident.....

[anonymous-user]

aeropilot said:

I've seen it reported elsewhere that SOP's in the manual is gear down, but, the time scales for SOP checklist checking from when the strike occured pretty much that SOP's went out the window, and the emergency pilot drill of 'aviate, navigate & communicate' clearly took precident.....

Interesting - surely that SOP should be dependent on the nature of the surface - for soft ploughed/planted fields, etc, gear up would surely be appropriate - gear down would snag/stick = major air frame trauma. I can't think of many surfaces, short of bridge-free motorway, where gear down would make more sense?

How often, in such circumstances, would a pilot be able make a judgement on the condition of the surface anyway? Wouldn't it make more sense to have an SOP with the gear configuration that works with more surfaces than not?

[eharding]

Also lowering the gear would increase drag - and in some cases there is higher transient drag when the gear is travelling than when down and locked.

[aeropilot]

had ham said:

Interesting - surely that SOP should be dependent on the nature of the surface - for soft ploughed/planted fields, etc, gear up would surely be appropriate - gear down would snag/stick = major air frame trauma.

Exactly, not to mention gear punching through wings and fuel tanks, which in this case being at take-off with likely full or quite full tanks could have been a nightmare.
This time, none of the holes in the cheese lined up and the end result was the good one it was......how much was luck and how much was judgements and good calls is not the issue when all walked away.

[anonymous-user]

eharding - I can understand why that might be the case. As one of the resident pilots on here (I think), any view with regard to the SOP? Is it always gear down in such circumstances?

[aeropilot]

From interview given by a/c Captain, he said, gear up was deliberate choice based on the N bit of ANC, as they could see the criss crossing drainage ditches in the field (which indeed the a/c skidded across the top of before coming to rest).......so again, looks like pretty much perfect application of ANC.

[832ark]

aeropilot said:

I hope we'll see Vlad pinning a gong onto the flight crew - superb outcome.

More likely they’ll be shot for writing off the aircraft.

[eharding]

had ham said:

eharding - I can understand why that might be the case. As one of the resident pilots on here (I think), any view with regard to the SOP? Is it always gear down in such circumstances?

I only fly little aeroplanes - SOP for a forced landing in the Yak is gear-up, partly because of the increased risk of upset with the gear down, and partly because the retraction system means that the wheels still protrude beneath the aircraft slightly with the gear raised anyway, allowing some protection of the underside. Sadly, there was a fairly recent fatality involving an ETPS tutor in a Yak-52 during a forced landing when it appears that the commander (not the ETPS pilot) tried to lower the gear in the very last few seconds to try and land on a strip which had become visible, and crashed in the process.

Most of the other types I have flown have fixed gear, so a moot point. It did always seem to me that the only way to finish upright in the water if I'd ever had to ditch the Pitts would be to hit the water inverted, as it was always going to flip...thankfully I never had to find out.

[silverfoxcc]

Interesting to see that the Airline livery was painted on on the starboard side