22.11.2015 | EX-37005 | 737-300 | Osh | Harte Landung mit Fahrwerkbruch

[Volume]

Wir hacken hier so oft auf unfähigen crews rum, da ist es Zeit auch mal was "positives" zu diskutieren:

Accident: Aviatraffic B733 at Osh on Nov 22nd 2015, hard landing collapses all gear

Est wurde der Flug Krasnojarsk-Osh wegen schlechtem Wetter nach Bishkek diverted, nach 1.5 Stunden am Boden dann nochmal Osh angesteuert.

 

Beim go-around wegen nach wie vor zu schlechtem Wetter in Osh haben sie dann ein Triebwerk und zwei Hydrauliksysteme (???) verloren, daraufhin dort eine Notlandung unter Sichtminima gemacht, alle Fahrwerke eingestampft, aber alle an Bord gerettet.

 

Wenn man bedenkt, was bisweilen andere Crews bei schönstem Wetter anstellen, wenn nur das ILS oder der Radar-Höhenmesser ausgefallen ist, dann war das eine durchaus beachtliche Leistung, in einer absolut nicht alltäglichen Situation.

 

Gruß

Ralf

[flowmotion]

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Bearbeitet 1. Oktober 2019 von flowmotion

[AdrianB]

Es gab ein Update auf AV Herald: Offenbar hatten sie einen ersten harten Touchdown (sieht nach Landungsversuch bei Sicht unter den Minima aus) und haben dann einen go-around gemacht. Danach sind die Fehler aufgetreten.

 

Gruss

Adrian

 

 

 

 

On Dec 7th 2015 Russia's Civil Aviation Authority reported that the aircraft had conducted an ILS approach to Osh's runway 12, visibility was 50 meters in fog, the runway was wet but with good braking action. The crew went around following a hard touch down and joined a traffic pattern, but during the traffic pattern the crew decided to divert to their alternate meaning to return to Bishkek but soon after received indications of the failure of the right hand engine combined with the failure of two hydraulic systems. The crew shut the right hand engine down and decided to perform an emergency landing in Osh despite weather being below minima. The aircraft touched down very hard about 1400 meters past the threshold of runway 12, the gear collapsed and the aircraft skidded on its belly and engines to a halt 500 meters further down the runway. The occupants evacuated via slides, 10 occupants received injuries of various degrees, 4 received serious injuries. The aircraft received substantial damage to landing gear, engines, fuselage, wings etc.

On Dec 10th 2015 a reader pointed out a misinterpretration of the Russian original of Dec 7th pointing out that the first approach on the accident flight was not aborted due to lack of visual reference but following a hard touch down on the runway that collapsed the gear. A subsequent remark by Rosaviatsia (CAA), not fully comprehended initially, then makes clear, that the subsequent engine failure and dual hydraulic failure were the result of that first hard touch down and damage received.

[Lubeja]

pointing out that the first approach on the accident flight was not aborted due to lack of visual reference but following a hard touch down on the runway that collapsed the gear.

Wie jetzt? Die haben schon beim ersten Anflug das Fahrwerk auf der Runway verteilt, sind DANN durchgestartet und haben die Kiste schliesslich auf dem Belly hingesetzt?

 

Ralf, ich muss dein eröffnendes "positiv" leider negativ relativieren... :o

[flowmotion]

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Bearbeitet 1. Oktober 2019 von flowmotion

[DaMane]

.........

Wir haben noch jede Menge Arbeit vor uns im Training  :( .

 

So long, Iris

Viel Spaß!!! :D

 

Gruß

Manfred

[Volume]

 

Ralf, ich muss dein eröffnendes "positiv" leider negativ relativieren... :o

Dann muss ich die Anführungszeichen noch größer machen ;)

 

Also fällt dieser Zwischenfall in exakt die selbe Kategorie wie die Cessna in Augsburg... Nur dass sie noch eine Runde mehr nach dem Einstampfen des Fahrwerks gedreht haben. Heftig!

Aber gut zu sehen, dass sie immerhin genug basic flying skills hatten, um ihren Bockmist noch halbwegs auszubügeln. Andere schaffen es nach viel weniger Schaden ein Flugzeug unter viel einfacheren Bedingungen zu crashen...

Auf den CVR Transskript wäre ich gespannt, aber vermutlich wird es den nie in vernünftig übersetzt geben.

 

Gruß

Ralf

[fm70]

Aber gut zu sehen, dass sie immerhin genug basic flying skills hatten, um ihren Bockmist noch halbwegs auszubügeln. 

 

Naja... Wenn ich das richtig gelesen habe, setzten sie 1400 Meter nach der Pistenschwelle auf. Damit hatten sie noch 1200 Meter vor ihnen. Da fehlte nicht mehr viel.

[Volume]

 

Wenn ich das richtig gelesen habe, setzten sie 1400 Meter nach der Pistenschwelle auf.

Auf den ersten 1400 Metern lagen ja noch die Trümmer der ersten "Landung" rum, inclusive kompletter Fahrwerke. :)

Von daher war eine "versetzte Schwelle" vielleicht sogar eine gute Idee. Wenn das einer renomierten Airline an einem westlichen Großflughafen passiert wäre, gäbe es wieder Sondersendungen, breaking News, 24h coverage, Brennpunkte etc.

So wird es allenfalls in dem ein oder anderen Fachblatt erwähnt werden. Und auf einen englischen Report brauchen wir wohl auch nicht zu hoffen.

Selbst Hollywood wird keinen B-Movie draus machen.

 

Gruß

Ralf

[DaMane]

Naja... Wenn ich das richtig gelesen habe, setzten sie 1400 Meter nach der Pistenschwelle auf. Damit hatten sie noch 1200 Meter vor ihnen. Da fehlte nicht mehr viel.

Auf den ersten 1400 Metern lagen ja noch die Trümmer der ersten "Landung" rum, inclusive kompletter Fahrwerke. :)

Von daher war eine "versetzte Schwelle" vielleicht sogar eine gute Idee.

 

Gruß

Ralf

......ganz abgesehen davon daß die Landeeinteilung bei derart widrigen Wetterhverhältnissen und einem so lädierten Flieger durchaus anspruchsvoll gewesen sein wird.

 

Gruß

Manfred

[Gast]

Wir haben noch jede Menge Arbeit vor uns im Training  :( .

 

So long, Iris

 Oh ja, Go Around mit nur einem Main Gear!

 

Kommt halt davon, wenn man nach Gehör fliegt! "The crew went around from their first ILS approach due to lack of visual references......" Also wenn es ein Main Gear abschlägt muss es ja schon ein ordentlichen Schlag geben.....

 

 

 

Gruss einstweilen

 

Bernhard (LSZH)

[FalconJockey]

Der Abschlussbericht wurde (auf Russisch...) veröffentlicht, beim AvHerald gibt es eine kurze Zusammenfassung/Übersetzung.

 

Kurz gesagt: Eine Mischung aus Unvermögen und Desorientierung beim Durchstartvorgang durch Übermüdung.

 

On Aug 17th 2016 the Interstate Aviation Committee (MAK) released their final report in Russian concluding the probable causes of the accident were:

 

The accident of the Boeing 737-300 registration EX-37005 occurred as result of rolling out beyond the end of the runway following an emergency landing with two damaged hydraulic systems on single engine with flaps at 15 degrees and damaged main gear struts at dusk in fog with horizontal visibility (RVR) of 50 meters/150 feet and a vertical visibility of 130 feet.

 

Most likely the accident was caused by a combination of following factors:

 

- lack of regulations in Kyrgyz Republic and lack of company procedures to forecast the deteriorating weather conditions when performing flights of up to two hours

 

- formal approach to assess weather by the flight crew upon the decision to conduct the flight although the flight needed to depart from the diversion aerodrome, where the aircraft had diverted to earlier due to weather conditions at Osh preventing a landing. The decision to depart was taken on current weather without taking the weather forecast of deteriorating weather into account.

 

- lack of skills by the captain to perform a missed approach in actual flight when in adverse weather conditions according to ICAO classification (the captain was certified for Cat IIIa approaches). Flight crew training programmes permit training of holding to acquire and verify minimum weather conditions (including options for a possible go-around) only on certified simulators.

 

- failure of the crew to comply with the standard operating procedures for a missed approach. Faulty steering inputs by the captain on his own crossing the runway threshold at 38 meters/125 feet above the runway surface within 5 seconds after TOGA had already been initiated disrupted the trajectory of the go-around and resulted in a continued descent. The inactivity of the first officer prevented rectification of the captain's error.

 

- improper focus of attention when controlling the aircraft at the initiation of a go-around (lack of control of speed when the pitch angle increased)

 

- the likely exposure of the crew to somatogravic illusion (nose up illusion) due to possible fatigure (at the time of the accident the work time had accumulated to 13 hours), the absence of pitch control could contribute to long term retention of the control wheel.

 

- insufficiently vigorous nose up input in reaction to ground proximity warning

 

The MAK reported that the crew operated the scheduled flight YK-768 from Krasnojarsk (Russia) to Osh with a weather forecast suggesting 2500 meters visibility initially but decreasing to 200 meters visibility (30 meters vertically) in fog, only later to increase again to 3000 meters. When the aircraft arrived at Osh tower reported a visibility of 400 meters, vertical visibility 100 feet. The crew therefore decided to divert to Bishkek landing there at 23:20L Nov 21st 2015.

 

At 23:56L the captain consulted with weather forecasters at Osh, who indicated the weather would be better than METARs and SPECIs suggested and advised the weather would improve to a visibility of 600 meters horizontally and 200 feet vertically at 00:30L. The captain therefore decided to depart at 00:00L Nov 22nd 2015. The aircraft was finally taxiing for departure from Osh at 01:04L, during taxi the actual weather report from Osh was received and indicated visibility of 200-800 meters horizontally and 200 feet vertically sometimes reducing to 100 feet.

 

Following departure at 01:08L Air Traffic Control advised at 01:18L visibility at Osh had improved to 1700meters horizontally and 200 feet verticaly.

 

While descending to FL070 at Osh at 01:38L ATC advised visibility was 900 meters horizontally and 100 feet vertically and queried whether the aircraft would commence the approach. The crew continued the approach.

 

At 01:43L ATC advised the visibility had reduced to 500 meters horizontally and 100 feet vertically.

 

At 01:44L the crew advised they were going around, the aircraft however collided with the runway within the touch down zone at +3.96G. While climbing out the crew queried weather and subsequently decided to return to Bishkek. The aircraft climbed to FL150, the crew intended to climb higher. However, as result of the impact on the runway two hydraulic systems had failed and the right hand engine showed increasing problems including decreasing oil pressure and rising EGT. The crew assessed their options to divert to Bishkek and decided to land at Osh despite the weather conditions present. The right hand engine was shut down and the aircraft returned to Osh for an emergency landing, touched down about 1063 meters past the runway threshold and overran the end of the runway by 529 meters.

 

The MAK reported 6 passengers received "moderate" injuries during the landing, 5 passengers received minor injuries during the landing.