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Aggiornamento - Sep 26th 2023 15:21Z.
On Sep 26th 2023 Rosaviatsia reported during the final approach to Omsk, while extending the landing gear, there had been a green hydraulic failure prompting the crew to initiate a go around. The landing gear lever was placed into the up position, but the landing gear did not retract according to the FDR data, the failure of the gear retraction however was not noticed by the crew. While holding near Omsk the crew calculated the landing distance and calculated the fuel needed to divert to the alternate aerodrome followed by the decision to divert to Novosibirsk. While enroute to Novosibirsk the crew detected the increased fuel consumption and lack of fuel to reach Novosibirsk, selected a landing site from the air and landed there with 216 liters of fuel remaining. The failure of the hydraulic system occurred due to a fractured hose in the control line of the right main landing gear door.
Eccomi!
Cosa ci sarebbe di nuovo dai commenti precedenti?
Non si era capito se il carrello fosse rimasto giù oppure fosse rientrato, pur sapendo che se perdi la verde, perdi il carrello (normal extension & retraction): ora siamo certi che il carrello era esteso. E non se ne sono accorti. Su Airbus non c’è bisogno di specchietti: ci sono2 LGCIU landing gear control and interface unit che trasmettono le informazioni all’ECAM e al system display, nonché un indicatore hard wired che ti da le classiche 3 luci verdi (o rosse). Tutto condito da proximity sensors.
Siccome 2500 mt di pista a Omsk, sono duemilacinquecento metri ovunque, con un calcolo mooooolto conservativo si sarebbero fermati con 2200 scarsi. Ho postato calcoli di distanza e consumi, coi dati a disposizione ed è venuta fuori una Autonomia con carrello esteso pari a ciò che hanno percorso. Il carrello esteso fa un rumore a 250 nodi che un dubbiettono piccolo piccolo ti viene…
Non credo non se ne siano accorti, penso non ne fossero certi, tutto qui.
Nessuno di noi era in quella cabina, non sappiamo nulla di quelle lucette, magari erano guaste come potenzialmente altre componenti di aerei con manutenzione approssimativa da mesi...
Cio' che sappiamo (?) e' non possono verificare estensione carrello, chiedono alternato per maggior sicurezza ma fuel scende di brutto (qui e' il dilemma, calcolo errato o altri danni?) , atterrano prima di schiantarsi.
Non potremo mai contare su un'investigazione definitiva e obiettiva; alla fine nessuno s'e' fatto male e l'aereo e' salvo, questa l'unica certezza purtroppo.
Grazie davvero per i tuoi competenti commenti, dati e spiegazioni!
Guarda EEA, lo scenario lucette inop, poche informazioni ai piloti non regge, mi dispiace. Anche un “neo patentato” su 320 sa che se hai una perdita idraulica della green, se tiri giù il carrello, li rimane. In un mio commento avevo scritto: sicuri che mancano i pezzi di ricambio e non i simulatori (che si scassano più facilmente degli apparecchi)? Ho anche scritto: hai un dubbio? Prendi il fuel flow per motore, per ora e dividi per quello che hai a bordo (quest’ultimo al numeratore, il primo al denominatore).
Su una cosa hai pienamente ragione: non eravamo lì e forse ci manca ancora qualche pezzo del rebus, ma fino ad ora, più vengono fuori informazioni e più la scelta di andare all’antenato lontano si rivela parecchio azzardata.
[mod sto catso di correttore ON]
Sto catso di correttore correttore automatico comincia ad essere un po' troppo invadente!
[Mod sto catso di correttore OFF]
Sto catso di correttore correttore automatico comincia ad essere un po' troppo invadente!
[Mod sto catso di correttore OFF]
Ovvio, nel caso sempre meglio uno che abbia almeno due superfici
Magari c'entra poco , ma ci sarebbe di mezzo la Wagner.
Il video comunque mi sembra chiaro, arriva lunghissimo e carico e ciao.
video.repubblica.it
Il video comunque mi sembra chiaro, arriva lunghissimo e carico e ciao.
Il mistero dell'aereo della Wagner esploso durante un atterraggio in Mali
video.repubblica.it
Russian federal air transport regulator Rosaviatsia says the crew executed the missed approach because the aircraft suffered a failure of its green hydraulic circuit as its landing-gear was extended.
Rosaviatsia attributes the failure to a damaged hydraulic control line in the right-hand main-gear door.
As the aircraft climbed away from Omsk, the flaps and slats – which are linked to the blue and yellow circuits, as well as the green – retracted.
But the landing-gear uses the green circuit and, although the crew selected the landing-gear lever ‘up’, the undercarriage did not retract.
“The crew did not notice any failure to retract the landing-gear,” says Rosaviatsia.
Flight-data recorder information revealed that a signal, confirming that the landing-gear remained extended, was generated throughout the rest of the flight.
After entering a holding pattern over Omsk, the pilots accessed the quick-reference handbook and, after recalculating landing distances to account for the hydraulic failure, opted to divert to Novosibirsk which had a longer runway.
Rosaviatsia says the pilots determined the fuel required for the diversion but, while en route, discovered that the aircraft was burning more fuel than expected and had an “insufficient” quantity to reach Novosibirsk.
The aircraft’s extended landing-gear had generated additional drag, causing higher fuel consumption.
Airbus puts the fuel-penalty factor for extended gear on an A320 at 180%, meaning the fuel-burn rises to 2.8 times its normal rate.
With the Ural aircraft unable to reach Novosibirsk, the crew selected an emergency landing site from the air and managed to land the twinjet (RA-73805) in a field without injury to the 161 passengers and six crew members.
Inspection of the A320 found that its tanks contained just 216 litres of fuel.
Airbus modified the hydraulic system of A320s from MSN1939, switching the nose-wheel steering from the green circuit to the yellow. The Ural A320, MSN2166, is one of these later models.
While the inquiry is still analysing the event, and has yet to draw conclusions, it points out that statistics on low-fuel landings reveal various causes, including repeated missed approaches, unexpected headwinds or other weather conditions, and “untimely” decisions by pilots to divert, owing to “self-confidence and negligence”.
Investigators have highlighted to operators the importance of taking all factors into account when calculating fuel requirements, including the effects of in-flight failure of engines or other systems, and to adhere to basic crew resource management principles.
www.flightglobal.com
Rosaviatsia attributes the failure to a damaged hydraulic control line in the right-hand main-gear door.
As the aircraft climbed away from Omsk, the flaps and slats – which are linked to the blue and yellow circuits, as well as the green – retracted.
But the landing-gear uses the green circuit and, although the crew selected the landing-gear lever ‘up’, the undercarriage did not retract.
“The crew did not notice any failure to retract the landing-gear,” says Rosaviatsia.
Flight-data recorder information revealed that a signal, confirming that the landing-gear remained extended, was generated throughout the rest of the flight.
After entering a holding pattern over Omsk, the pilots accessed the quick-reference handbook and, after recalculating landing distances to account for the hydraulic failure, opted to divert to Novosibirsk which had a longer runway.
Rosaviatsia says the pilots determined the fuel required for the diversion but, while en route, discovered that the aircraft was burning more fuel than expected and had an “insufficient” quantity to reach Novosibirsk.
The aircraft’s extended landing-gear had generated additional drag, causing higher fuel consumption.
Airbus puts the fuel-penalty factor for extended gear on an A320 at 180%, meaning the fuel-burn rises to 2.8 times its normal rate.
With the Ural aircraft unable to reach Novosibirsk, the crew selected an emergency landing site from the air and managed to land the twinjet (RA-73805) in a field without injury to the 161 passengers and six crew members.
Inspection of the A320 found that its tanks contained just 216 litres of fuel.
Airbus modified the hydraulic system of A320s from MSN1939, switching the nose-wheel steering from the green circuit to the yellow. The Ural A320, MSN2166, is one of these later models.
While the inquiry is still analysing the event, and has yet to draw conclusions, it points out that statistics on low-fuel landings reveal various causes, including repeated missed approaches, unexpected headwinds or other weather conditions, and “untimely” decisions by pilots to divert, owing to “self-confidence and negligence”.
Investigators have highlighted to operators the importance of taking all factors into account when calculating fuel requirements, including the effects of in-flight failure of engines or other systems, and to adhere to basic crew resource management principles.
Ural A320 field-landing crew did not realise undercarriage had failed to retract
Russian investigators believe the crew of a Ural Airlines Airbus A320 did not realise the undercarriage had failed to retract during a diversion to Novosibirsk, forcing the aircraft to land in a field as it ran short on fuel. The A320 had aborted an approach to its original destination, Omsk, ...
www.flightglobal.com
dalla pagina FB di Spotter Magazine
Recent images of the sole An-225 Mirya show the aircraft being dismantled, reportedly for storage and eventual repair.
Photo: Igor Lesiv
Recent images of the sole An-225 Mirya show the aircraft being dismantled, reportedly for storage and eventual repair.
Photo: Igor Lesiv
Quasi pronti
airlive.net
BREAKING Ural Airlines A320 will attempt a take-off from the field where it landed, ran out of fuel
Ural Airlines A320 will attempt a take-off from its current location Ural Airlines A320 (reg. RA-73805), that will attempt a take-off from its current location, after the aircraft ran out of fuel and landed in a grass field on September 12th. The airline confirmed the decision to make the Airbus...
airlive.net
Di che ti preoccupi...
"Neither of the CFM International CFM56 engines will require refurbishment work, according to borescope examination."
Non ti fidi?
www.flightglobal.com
"Neither of the CFM International CFM56 engines will require refurbishment work, according to borescope examination."
Non ti fidi?
Ural Airlines considering flying stranded A320 out of remote field
Russian carrier Ural Airlines appears to be considering flying a stranded Airbus A320 out of the field on which it conducted an emergency landing during an attempted diversion. The aircraft had been nearing fuel exhaustion as its crew tried to divert to Novosibirsk on 12 September, following a...
www.flightglobal.com
Mi sembra di essere tornati agli albori dell'aviazione; se decolla sara' celebrato come quello dei fratelli Wright...e non a torto sotto certi aspetti.
Dopo di che non credo che decolla e torna in servizio, ma andra' sotto esami assai piu; approfonditi che non possono essere condotti in un campo di grano.
Da li a fidarsi ce ne passa in questo momento...
Dopo di che non credo che decolla e torna in servizio, ma andra' sotto esami assai piu; approfonditi che non possono essere condotti in un campo di grano.
Da li a fidarsi ce ne passa in questo momento...
Ho trovato un "quasi" precedente
it.wikipedia.org
Da notare il Cpt con un occhio solo 
Volo TACA 110 - Wikipedia
it.wikipedia.org
La vera domanda è quanto ci fidiamo dei controlli russi in questo momento storico e con tutte le sanzioni che hanno. Io zero.