Quote:
2. Abort from 200' AGL? LOL...think about that for a second...when/where do you reach 200' AGL in an airliner? Who in their right mind would attempt to 'abort' a takeoff from that position? +15 degrees NU, takeoff power, and now try to 'abort'??? Come on, man. ;-)
3. Facts - the abort was initiated while the mains were still ON the runway. No 200' AGL smash into the runway.
4. Facts - the nose wheel was off the runway for 4 seconds.
5. Did the Airbus FBW, or just sloppy piloting, contribute to the accident?
6. Nose slammed down during the derotation/abort. Captain puts 16 degree NU input....nose wheel bounces off runway, plane gets to 15' AGL, starts sinking, tail strike, main gears, nose gear....and it collapses.
https://reports.aviation-safety.net/...320_N113UW.pdf
By 1824:14, the nose gear weight on wheels discrete parameter changed back to "ground." During the previous 4 seconds, when the nose parameter recorded "air," the main landing gear (both left and right) weight on wheels parameter had recorded "ground," and the maximum radio altitude recorded was 6 feet above ground level (agl), which occurred for only 1 second. Once the pitch reduced to -0.4 degree, the vertical acceleration rapidly increased to 3.7 G, consistent with the gear impacting the runway surface. The pitch parameter was not valid for the rest of the FDR recording. As the vertical acceleration reached its maximum value, the captain's longitudinal input reached a maximum of 16 degrees ANU. The captain's longitudinal control cycled in the nose up and nose down directions over the next 2 seconds. During this variation, the vertical acceleration dropped to 0.47 G, then increased to 1.2 G. As the longitudinal stick was pulled back to over 16 degrees ANU and held at the maximum value, the main landing gear weight on wheel parameters changed to "air" for the next 2 seconds, and the radio altitude began to increase to about 15 ft agl. As the airplane reached 15 ft agl, the longitudinal control moved back to the AND position, and pitch of the airplane again reduced and the airplane began to descend back to the runway surface. The stick was moved again in the ANU direction as the airplane began to descend and, correspondingly, the airplane pitch increased again. Surveillance video obtained from the Philadelphia Airport captured the final impact with the runway. The video shows the airplane impacted the runway first with the tail, then main landing gear, and the airplane then rotated in the AND direction, resulting in the nose gear impacting the runway and subsequently collapsing.
Thank you for the correction... I admit to quoting schoolhouse chatter back when it happened.Originally Posted by Sliceback
1. Facts are over-rated.2. Abort from 200' AGL? LOL...think about that for a second...when/where do you reach 200' AGL in an airliner? Who in their right mind would attempt to 'abort' a takeoff from that position? +15 degrees NU, takeoff power, and now try to 'abort'??? Come on, man. ;-)
3. Facts - the abort was initiated while the mains were still ON the runway. No 200' AGL smash into the runway.
4. Facts - the nose wheel was off the runway for 4 seconds.
5. Did the Airbus FBW, or just sloppy piloting, contribute to the accident?
6. Nose slammed down during the derotation/abort. Captain puts 16 degree NU input....nose wheel bounces off runway, plane gets to 15' AGL, starts sinking, tail strike, main gears, nose gear....and it collapses.
https://reports.aviation-safety.net/...320_N113UW.pdf
By 1824:14, the nose gear weight on wheels discrete parameter changed back to "ground." During the previous 4 seconds, when the nose parameter recorded "air," the main landing gear (both left and right) weight on wheels parameter had recorded "ground," and the maximum radio altitude recorded was 6 feet above ground level (agl), which occurred for only 1 second. Once the pitch reduced to -0.4 degree, the vertical acceleration rapidly increased to 3.7 G, consistent with the gear impacting the runway surface. The pitch parameter was not valid for the rest of the FDR recording. As the vertical acceleration reached its maximum value, the captain's longitudinal input reached a maximum of 16 degrees ANU. The captain's longitudinal control cycled in the nose up and nose down directions over the next 2 seconds. During this variation, the vertical acceleration dropped to 0.47 G, then increased to 1.2 G. As the longitudinal stick was pulled back to over 16 degrees ANU and held at the maximum value, the main landing gear weight on wheel parameters changed to "air" for the next 2 seconds, and the radio altitude began to increase to about 15 ft agl. As the airplane reached 15 ft agl, the longitudinal control moved back to the AND position, and pitch of the airplane again reduced and the airplane began to descend back to the runway surface. The stick was moved again in the ANU direction as the airplane began to descend and, correspondingly, the airplane pitch increased again. Surveillance video obtained from the Philadelphia Airport captured the final impact with the runway. The video shows the airplane impacted the runway first with the tail, then main landing gear, and the airplane then rotated in the AND direction, resulting in the nose gear impacting the runway and subsequently collapsing.
Here is a video, pretty crazy!! But that fuselage held together after being banged in the back and the front. Impressive.
https://www.facebook.com/watch/?v=827464400777554