Lets see if this summarizes the wreckage information.
The plane hit the rock embankment at the water's edge. Exactly what hit is unknown, but
1) The rear pressure bulkhead is split like an orange with seams between the leaves of the bulkhead open and the bottom of the bulkhead and possibly part of the rearmost cabin floor exposed.
2) The empennage after of the bulkhead came apart very quickly.
-- The colored vertical stabilizer section visible in the videos is 40-50 feet long and includes almost 1/4 of the top of the rear fuselage curve still attached. It traveled less than 500 feet from the impact point.
-- Both horizontal stabilizers are visible also less than 500 feet from the impact point - in pieces about 25-30 feet long
-- The APU is between the stabilizers - about 50-100 feet closer to the water
-- Most of the tail cone is located right near the water edge.
-- There is some debris in the water, but very little.
-- What some folks identify as right wing scrape marks are visible on the ground just clear of the service road along the water's edge.
3) The main fuselage skidded down the runway. There is no evidence it tumbled, flipped or even spun around 360 degrees. But it might have happened.
-- The main fuselage is located left of the runway about 200-250 feet and appears to be pointed about 15-20 degrees off the runway magnetic heading of 283.5
-- There is a very visible twisted skid mark - presumably from the nose gear - along the runway exiting the runway surface about 1/2 way between the threshold and the aircraft final location.
-- Both engines are located near the aircraft - but separated from their mounts
-- One engine is located next to the fuselage just forward of the wing root
-- The other engine is located across the runway and a couple hundred feet of the main wreckage. Far to the right of the wreckage by 400 to 500 feet.
-- I don't think anyone has positively identify which engine is which. The assumption is the engine next to the fuselage is the right engine
-- One of the main landing gear is located near the tail control surfaces in the blast pad area. I have seen nothing to indicate where the other gear is located, but the images suggest it might still be under the left wing.
-- The nose gear was visible under the nose before all the fire fighting efforts
4) The fire was largely post-crash and does not appear to have involved any ruptured fuel tanks.
5) The two deceased bodies were found 'on the runway alongside the aircraft' according to SF FD
statements. That would rule out the young girls having been thrown out of the aircraft if it is correct.
6) The passengers evacuated quickly. And human nature being what it is - many grabbed their valuable nearby items/ luggage. Many also stopped to record videos and take pictures rather than seeing if their fellow passengers needed assistance.
7) The SF FD
head said last night that some of the passengers were "coming from the water" when the first fire trucks and other emergency vehicles arrived on scene. She did not say anyone was in the water, or that anyone went to the water. Only that the people had run far enough away from the aircraft that they had to come back to the rescuers. Every direction a passenger would run away from the aircraft except toward the terminal would be toward the water from that location.
8) There is no ATC audio of the pilots declaring an emergency, calling for a go around, reporting a problem or anything before the crash. The audio on youtube and vaiours sources include two different Skywest pilots who were close to landing on 28R and 28L announcing their go around (duh!! obvious!!) which stepped upon a transmission from the OZ
aircraft. The go around announcements are in clear native English - and the ATC tapes show the OZ
crew did not speak in those voices.
9) The ILS for both 28R and 28L was OOS - the pilots should have been briefed before this flight that the ILS was out.
10) There is confustion if the PAPI was out of service, or if the PAPI was damaged/ destroyed by the crash.
was moving the runway threshold back a few hundred feet down the runway from the water to increase the safety zone between the touchdown point and the water. That is why the ILS was out of service.
12) The images on Google Earth/ Google Maps / Bing Maps are about 18 months old - and show the threshold at its old location much closer to the water.
13) There was a UA
B747 stopped on the parallel taxiway south of the runway - pointed toward the arriving aircraft, waiting for the OZ
aircraft to land before it could make the 180 taxi turn and takeoff. That crew obviously saw the impact, and some passengers on the UA
plane certainly would have seen the wreckage skidding past. That plane sat there for almost three hours before a tug was allowed to turn the aircraft around and pull it back down the taxi way to the terminal. I've seen nothing definite about the passengers and crew of the UA
plane. If they were disembarked and bussed back to the terminal, or sat there the whole time. Neither the passengers or the crew would have been able to see the fire fighting operation or much of the rescue work.
[Edited 2013-07-07 08:53:47]