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The DEADLIEST Crashes of 2024 | Is Flying Still Safe? Over 300 people lost their lives in accidents in airplaness in 2024. Deadliest year for aviation since 2014. 2 of the 3 big crashes happened just a few days apart. 2023 was by comparision one of the safest year of aviation history with no major passenger aircraft accident.
First is Haneda Runaway Collision. Japan Airlines Flight 516 collided wiht coast guard aircraft upon landing at Haneda airport, resulting in a fire and multiple fatalities. On January 2024 Japan Airbus A350 and Japan coast guard Dash 8 Q 300 collided. The coast guard plane prepared for departure to deliver earthquake supplies following the Noto earthquake. Departure was delayed by 40 minutes and crew felt pressure to make up for lost time. Air traffic control instructed to taxi to holding point C5; C5 is designated holding points at the airport. Instruction was intended to hold short at this location and wait for forther clearance. First phrase didn't explicitely granted clearance to enter the runway. Instruction was misunderstood. Instead of stopping at C5 the aircraft moved forward, crossing the holsing point and entering runway 34, the same runway where the flight 516 was about to land on. No one realized that at that point. Dash 8 was in a blind spot, invisible until the final moments. On controller's screen, a warning that an aircraft was on the runway but they ignored it because the system was known to trigger false alerts. The A 350 left engine struck the dash 8 tail. 5 of the 6 crew members of the Dash are killed. Only the captain survived though with severe injuries. As for the Flight 516, luckily, all 367 passengers and 12 crew members survived and were evacuated within 11 minutes after the crash.
At the end of 2024 year, another accident Adzerbaidjan Airlines 8443 was hit by a missile near Grozny. Despite the severe damages, the aircraft remained in airbone for sometimes before crashing, resulting in multiple casualties. It was on December 25th, 2024. On board, 62 passengers and 5 crews. Weather deteriorated after 40 minutes of flight and crew reported a loss of GPS navigation. Aircraft ADSB signal disappeared, a strong indication of GPS jamming, an increasignly common issue in Russian controlled airspace due to electronic warfare measures. Thick fog forced the crew to report their first landing. Pilots htne informed air traffic control that they would return to Baku. As they turned away, passengers reported hearing a loud explosion followed by shrapnel tearing through the cabin. It was a Russian missile Pantsir S1, short range surface to a platform used to intercept aerial threat. Missile detonated near the aircraft's tail section. sending fragments ripping through the fuselage. The crew initially attributed the impact to a bird strike. They requested an emergency diversion to signal distress Pilots initially considered to divert to Mineralnye airport but after receiving reports of poor weather they changed course toward Uytash airport. But worse conditions here forced them to reconsider So they headed toward Aktau airport. Pilots attempted emergency landing but couldn't stablize approach forcing to go around. On the third attempt, the right wing hit first the ground causing the aircraft to tumble, break apart, explode. On the 67 people on board, 38 died including both pilots and a flight attendant. Most of the survivors seated in the rear section of the aircraft. Missile sturck as air defenses attempted to repel an Ukrainian drone attack near Grozny.
On July 2024, a CRJ2 200 operated by SAA Airlines. On board, 19 people including flight crew and 16 Airline technicians. After the take off, instable movements occured with the aircraft rolling to the right before sharply banking left, followed by another right turn, and then the crash. Aircraft continued sliding forward, hitting a frieght container before plunging into a 130 foot deep gorge near a hangar and a radar station. 18 out of the 19 people on board lost their lives. Only the captain survived. Primarly report said that the aircraft rotated excessively during takeoff pitching up at a rate far higher than usual. Improper loading and inaccurate performance calculations with recording take off speed differing significantly from calculated values raising safety management within the Airlines.
Weeks later another deadly accident followed this time in Brazil. It was on August 9, 2024. when flight 2283, an ATR 72 500 was on route from Cascavel airport to Sao Paulo airport. On board, 58 passengers and 4 crews. Between 12 000 and 21 000, there were icy conditions. Meteorological reports confirmed turbulences, thunderstorms and significant icing in the region. Severe icing can result in a loss of aerodynamic performance making it very difficult to maintain controlled flight. Stall warning system activated, aircraft moved left then sharply to the right, indicating a struggle for control. Despite the pilot's attempt, the plane lost lift and entered an uncontrolled flat spin. In last attempt, the pilot increased power but the plane was already in its terminal descent. Report confirmed the buildup of ice on the aircraft and multiple failed deicing attempts. The pilot activated the deicing system several times but the flying data recorder suggested it was not functionning as expected.
Several months later, disaster struck in Lithuania. A swift air Boeing 737 cargo jet crashed into a residential area. It was on November 25th, 2024. It was approaching Vilnius international airport. Unusual engine noise and aircraft descended an abnormally steep angle. The freighter crashed into a residential area a few minutes later. Crash site showed significant wreckage dispersion, suggesting a high impact collision. 1 crew member was killed and the other 3 were injured. ATC recordings reveal that the crew issued a distress call but were unable to provide specifics before communication ceased.
Jeju Air Flight 2216 was a scheduled international passenger flight operated by Jeju Air from Suvarnabhumi Airport near Bangkok, Thailand, to Muan International Airport in Muan County, South Korea. On 29 December 2024, the Boeing 737-800 operating the flight was approaching Muan, when a bird strike occurred. . The pilots issued a mayday alert, performed a go-around, and on the second landing attempt, the landing gear did not deploy and the airplane belly landed well beyond the normal touchdown zone. It overran the runway at high speed, where it collided with the approach lighting system and crashing into a berm encasing a concrete structure that supported an antenna array for the instrument landing system. The collision killed all 175 passengers and 4 of 6 crew members. The surviving 2 cabin crew were seated in the rear of the plane, which detached from the fuselage, and were rescued with injuries. Both the cockpit voice recorder and flight data recorder stopped functioning a few seconds before the mayday call, and evidence of a bird strike with a species of migratory duck was later found in both engines. The accident is the deadliest aviation disaster involving a South Korean airliner since the 1997 crash of Korean Air Flight 801 in Guam and became the deadliest aviation accident on South Korean soil, surpassing the 2002 crash of Air China Flight 129 that killed 129 people.
The DEADLIEST Crashes of 2024 | Is Flying Still Safe? Over 300 people lost their lives in accidents in airplaness in 2024. Deadliest year for aviation since 2014. 2 of the 3 big crashes happened just a few days apart. 2023 was by comparision one of the safest year of aviation history with no major passenger aircraft accident.
First is Haneda Runaway Collision. Japan Airlines Flight 516 collided wiht coast guard aircraft upon landing at Haneda airport, resulting in a fire and multiple fatalities. On January 2024 Japan Airbus A350 and Japan coast guard Dash 8 Q 300 collided. The coast guard plane prepared for departure to deliver earthquake supplies following the Noto earthquake. Departure was delayed by 40 minutes and crew felt pressure to make up for lost time. Air traffic control instructed to taxi to holding point C5; C5 is designated holding points at the airport. Instruction was intended to hold short at this location and wait for forther clearance. First phrase didn't explicitely granted clearance to enter the runway. Instruction was misunderstood. Instead of stopping at C5 the aircraft moved forward, crossing the holsing point and entering runway 34, the same runway where the flight 516 was about to land on. No one realized that at that point. Dash 8 was in a blind spot, invisible until the final moments. On controller's screen, a warning that an aircraft was on the runway but they ignored it because the system was known to trigger false alerts. The A 350 left engine struck the dash 8 tail. 5 of the 6 crew members of the Dash are killed. Only the captain survived though with severe injuries. As for the Flight 516, luckily, all 367 passengers and 12 crew members survived and were evacuated within 11 minutes after the crash.
At the end of 2024 year, another accident Adzerbaidjan Airlines 8443 was hit by a missile near Grozny. Despite the severe damages, the aircraft remained in airbone for sometimes before crashing, resulting in multiple casualties. It was on December 25th, 2024. On board, 62 passengers and 5 crews. Weather deteriorated after 40 minutes of flight and crew reported a loss of GPS navigation. Aircraft ADSB signal disappeared, a strong indication of GPS jamming, an increasignly common issue in Russian controlled airspace due to electronic warfare measures. Thick fog forced the crew to report their first landing. Pilots htne informed air traffic control that they would return to Baku. As they turned away, passengers reported hearing a loud explosion followed by shrapnel tearing through the cabin. It was a Russian missile Pantsir S1, short range surface to a platform used to intercept aerial threat. Missile detonated near the aircraft's tail section. sending fragments ripping through the fuselage. The crew initially attributed the impact to a bird strike. They requested an emergency diversion to signal distress Pilots initially considered to divert to Mineralnye airport but after receiving reports of poor weather they changed course toward Uytash airport. But worse conditions here forced them to reconsider So they headed toward Aktau airport. Pilots attempted emergency landing but couldn't stablize approach forcing to go around. On the third attempt, the right wing hit first the ground causing the aircraft to tumble, break apart, explode. On the 67 people on board, 38 died including both pilots and a flight attendant. Most of the survivors seated in the rear section of the aircraft. Missile sturck as air defenses attempted to repel an Ukrainian drone attack near Grozny.
On July 2024, a CRJ2 200 operated by SAA Airlines. On board, 19 people including flight crew and 16 Airline technicians. After the take off, instable movements occured with the aircraft rolling to the right before sharply banking left, followed by another right turn, and then the crash. Aircraft continued sliding forward, hitting a frieght container before plunging into a 130 foot deep gorge near a hangar and a radar station. 18 out of the 19 people on board lost their lives. Only the captain survived. Primarly report said that the aircraft rotated excessively during takeoff pitching up at a rate far higher than usual. Improper loading and inaccurate performance calculations with recording take off speed differing significantly from calculated values raising safety management within the Airlines.
Weeks later another deadly accident followed this time in Brazil. It was on August 9, 2024. when flight 2283, an ATR 72 500 was on route from Cascavel airport to Sao Paulo airport. On board, 58 passengers and 4 crews. Between 12 000 and 21 000, there were icy conditions. Meteorological reports confirmed turbulences, thunderstorms and significant icing in the region. Severe icing can result in a loss of aerodynamic performance making it very difficult to maintain controlled flight. Stall warning system activated, aircraft moved left then sharply to the right, indicating a struggle for control. Despite the pilot's attempt, the plane lost lift and entered an uncontrolled flat spin. In last attempt, the pilot increased power but the plane was already in its terminal descent. Report confirmed the buildup of ice on the aircraft and multiple failed deicing attempts. The pilot activated the deicing system several times but the flying data recorder suggested it was not functionning as expected.
Several months later, disaster struck in Lithuania. A swift air Boeing 737 cargo jet crashed into a residential area. It was on November 25th, 2024. It was approaching Vilnius international airport. Unusual engine noise and aircraft descended an abnormally steep angle. The freighter crashed into a residential area a few minutes later. Crash site showed significant wreckage dispersion, suggesting a high impact collision. 1 crew member was killed and the other 3 were injured. ATC recordings reveal that the crew issued a distress call but were unable to provide specifics before communication ceased.
Jeju Air Flight 2216 was a scheduled international passenger flight operated by Jeju Air from Suvarnabhumi Airport near Bangkok, Thailand, to Muan International Airport in Muan County, South Korea. On 29 December 2024, the Boeing 737-800 operating the flight was approaching Muan, when a bird strike occurred. . The pilots issued a mayday alert, performed a go-around, and on the second landing attempt, the landing gear did not deploy and the airplane belly landed well beyond the normal touchdown zone. It overran the runway at high speed, where it collided with the approach lighting system and crashing into a berm encasing a concrete structure that supported an antenna array for the instrument landing system. The collision killed all 175 passengers and 4 of 6 crew members. The surviving 2 cabin crew were seated in the rear of the plane, which detached from the fuselage, and were rescued with injuries. Both the cockpit voice recorder and flight data recorder stopped functioning a few seconds before the mayday call, and evidence of a bird strike with a species of migratory duck was later found in both engines. The accident is the deadliest aviation disaster involving a South Korean airliner since the 1997 crash of Korean Air Flight 801 in Guam and became the deadliest aviation accident on South Korean soil, surpassing the 2002 crash of Air China Flight 129 that killed 129 people.
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A Silent Killer | What Happened With Helios Flight 522?
With no communications of the aircraft and growing concerns, Greek military intervened, suspecting a terrorism incident. Flight 522 was going in circle patterns. It happened on August 13th, 2005. Helios Airways operated the plane. From London Heathrow to Lanico, south coast city in Cyprus. The cabin crew detected unusual movements. A banging noise came from the right after service door. They foudn that the seal aroud the door had frozen, raising concerns about the aircraft's pressurization system. After landing in Lanica, the crew documented the issue in the aircraft cabin. Captain communicated the issue personally to Alan Irwin, ground engineer. Irwin conducted a visual inspection and pressurization leak check. To perform the leak check it had to be manually pressurized. Pressurization system of Boeing 737 is crucial to maintain a safe and comfortable cabin pressure. It simulates over lower altitude conditions to ensure passengers and crew have adequate oxygen levels during the flight. This system operates automatically in flight,adjusting as thei aircraft changes altitude. During groud tests and maintainance checks, pressurization system was set to manual mode, enabling him to test leaks and ensure hte integrity of the cabin's pressure seals without the aircraft's engines. Inspection revealed no defects. Pressurization system appeared to function correctly. No abnormal noises detected. Aircraft was cleared for services. The pressurization mode selector remained in the manual position setting the stage for unforeseen. Following day on morning August 14th, the plane prepared for its next journey with 2 pilots and 4 other cabin crew. Plane had to fly toward Northern Mediterranean sea towards the Greek manland and descend to Athens for a scheduled stopover. After departing Athens, the aircraft would head north, crossing southeastern Europe before reaching Prague, its destination.
Hand Jurgen Merten was the experienced captain, 58 years old with 16 900 flight hours including 5 500 just for B737. Pampos Charalambous was the copilot, 51 years old, 7 459 hours of flight in total including 3 911 hours for B737. 115 passengers boarded in the plane, mostly greeks and chypriots. Crew failed to notice that the pressurization mode selector was still set to manual, setting set to maintainance checks. During pre checks flight, it still went unnoticed. As the aircraft climbed to 12 500 feet air pressure inside the cabin reached the equivalent of 10 000 feet, triggering the cabin altitude warning. Normally the maximum cabin pressure is 8 000 feet above sea level during flight, ensuring safety and comfort to passengers. The signal should have alterted the crew to stop the ascent, danw their oxygen masks and descent to lwoer altitude. Unfortunatly the crew took this warning for a takeoff configuration. Takeoff configuration warning horn sounded the same in Boeing 737. But takeoff configuration warning can only be heard on the groudn when pilots advance the thrust without correctly configuring the aircraft for the flight. Low air flow though the cooling fans due to decreased air intensity was noticed by the indications. The master caution light also activated, suggesting that the situation required immediate attention. Helios Airways dispatch was contacted for help by the captain. It was beyond his expertise so he added Alan Irwin, the same who was in the maintainance the day before. On the radio the captain told that both his equipment cooling lights were off. But Merten's limited english added confusion since he probably meant that both his equipment cooling off lights are on. 2 different things so the enginneer responded that it was normal. Asking to clarify the situation, the captain just responded that they were not switched off.
An indication said pass oxy on on the overhead panel but went unnoticed by the crew Hypoxia, a silent killer, was slowly impairing their judgement. Hypoxia severely impairs cognitive and physical functions, which are critical for pilots. While passengers and flight attendants began using their oxygen masks, the pilots remained on the equipment cooling system. Irwin asked to confirm is the pressurization mode selector was set to auto. However the captain disregarded the question, asking instead where was his equipment cooling circuit breakers. With increased altitude, negative effects accumulated due to decreasing blood oxygen content. By the time the conversation with dispatch ended, the flight approached 2 900 feet above sea level with the cabin altitude between 24 000 and 26 000 feet. Mountainers refer anything above 26 000 feet as the death zone, where human body cannot absord enough oxygen, leading to deterioration of both physical and mental faculties, eventually resulting to death. Crew still not realized that their aircraft was not pressurized. Captain collapsed from lac of oxygen. First officer felt unconscious around the same time. Oxygen masks provided 12 minutse of oxygen so flight attendants and passengers eventually followed. Autopilot made the plane climb until 34 000 feet of altitude. Plane reached above Athens but since autopilot requires manual input to initiate descent, the aircraft circled in holding pattern over the island K, 65 km southeast of Athens. When 2 F16 military fighter jets were sent off, One of them tried to signal their presence but the crew didn't react.Cabin lights were off, oxygen masks hung down and the passengers were motionless. In the cockpit, the first officer was also motionless and the captain's seat was empty. For the next 14 minutes, the aircraft continued to fly in circles with the 2 F16 jets following.
But then someone with oxygen mask and the bottle beside IDE him entered the cockpit and at this point the fuel reserves were almost depleted. 1 engine flamed out and with 1 engine providing thrust, the aircraft turend to the left sharply b efore stabilizing. The plane descended. Althoguht the man attended to control the airfraft it did not succeed. First officer was here with a man trying to wakek him up. But he was still motionless. The right engine also started running out of fuel. Tragically all 121 people on board lost their lives when the plane hit the ground. Irwin claimed that he reset the presssurization mode selector to auto after maintainance but this was found to be untrue. Data from the electronic pressure control system confirmed that the outflow valve was fully open from the takeoff preventing the cabin pressurization. Data also showed pressurization issues over the last 74 flights. These flights experienced excessive leakages. Flight attendant Andreas was the one who managed to enter the cockpit later but with his limited experience and limited situation, he didn't have the time to save the aircraft. After the tragedy, it was recommended to add 2 additional warning lights in the cockpit ( one for takeoff configuration and one for cabin altitude ), focusing more on putting the pressurization from manual to auto after maintainance.
A Silent Killer | What Happened With Helios Flight 522?
With no communications of the aircraft and growing concerns, Greek military intervened, suspecting a terrorism incident. Flight 522 was going in circle patterns. It happened on August 13th, 2005. Helios Airways operated the plane. From London Heathrow to Lanico, south coast city in Cyprus. The cabin crew detected unusual movements. A banging noise came from the right after service door. They foudn that the seal aroud the door had frozen, raising concerns about the aircraft's pressurization system. After landing in Lanica, the crew documented the issue in the aircraft cabin. Captain communicated the issue personally to Alan Irwin, ground engineer. Irwin conducted a visual inspection and pressurization leak check. To perform the leak check it had to be manually pressurized. Pressurization system of Boeing 737 is crucial to maintain a safe and comfortable cabin pressure. It simulates over lower altitude conditions to ensure passengers and crew have adequate oxygen levels during the flight. This system operates automatically in flight,adjusting as thei aircraft changes altitude. During groud tests and maintainance checks, pressurization system was set to manual mode, enabling him to test leaks and ensure hte integrity of the cabin's pressure seals without the aircraft's engines. Inspection revealed no defects. Pressurization system appeared to function correctly. No abnormal noises detected. Aircraft was cleared for services. The pressurization mode selector remained in the manual position setting the stage for unforeseen. Following day on morning August 14th, the plane prepared for its next journey with 2 pilots and 4 other cabin crew. Plane had to fly toward Northern Mediterranean sea towards the Greek manland and descend to Athens for a scheduled stopover. After departing Athens, the aircraft would head north, crossing southeastern Europe before reaching Prague, its destination.
Hand Jurgen Merten was the experienced captain, 58 years old with 16 900 flight hours including 5 500 just for B737. Pampos Charalambous was the copilot, 51 years old, 7 459 hours of flight in total including 3 911 hours for B737. 115 passengers boarded in the plane, mostly greeks and chypriots. Crew failed to notice that the pressurization mode selector was still set to manual, setting set to maintainance checks. During pre checks flight, it still went unnoticed. As the aircraft climbed to 12 500 feet air pressure inside the cabin reached the equivalent of 10 000 feet, triggering the cabin altitude warning. Normally the maximum cabin pressure is 8 000 feet above sea level during flight, ensuring safety and comfort to passengers. The signal should have alterted the crew to stop the ascent, danw their oxygen masks and descent to lwoer altitude. Unfortunatly the crew took this warning for a takeoff configuration. Takeoff configuration warning horn sounded the same in Boeing 737. But takeoff configuration warning can only be heard on the groudn when pilots advance the thrust without correctly configuring the aircraft for the flight. Low air flow though the cooling fans due to decreased air intensity was noticed by the indications. The master caution light also activated, suggesting that the situation required immediate attention. Helios Airways dispatch was contacted for help by the captain. It was beyond his expertise so he added Alan Irwin, the same who was in the maintainance the day before. On the radio the captain told that both his equipment cooling lights were off. But Merten's limited english added confusion since he probably meant that both his equipment cooling off lights are on. 2 different things so the enginneer responded that it was normal. Asking to clarify the situation, the captain just responded that they were not switched off.
An indication said pass oxy on on the overhead panel but went unnoticed by the crew Hypoxia, a silent killer, was slowly impairing their judgement. Hypoxia severely impairs cognitive and physical functions, which are critical for pilots. While passengers and flight attendants began using their oxygen masks, the pilots remained on the equipment cooling system. Irwin asked to confirm is the pressurization mode selector was set to auto. However the captain disregarded the question, asking instead where was his equipment cooling circuit breakers. With increased altitude, negative effects accumulated due to decreasing blood oxygen content. By the time the conversation with dispatch ended, the flight approached 2 900 feet above sea level with the cabin altitude between 24 000 and 26 000 feet. Mountainers refer anything above 26 000 feet as the death zone, where human body cannot absord enough oxygen, leading to deterioration of both physical and mental faculties, eventually resulting to death. Crew still not realized that their aircraft was not pressurized. Captain collapsed from lac of oxygen. First officer felt unconscious around the same time. Oxygen masks provided 12 minutse of oxygen so flight attendants and passengers eventually followed. Autopilot made the plane climb until 34 000 feet of altitude. Plane reached above Athens but since autopilot requires manual input to initiate descent, the aircraft circled in holding pattern over the island K, 65 km southeast of Athens. When 2 F16 military fighter jets were sent off, One of them tried to signal their presence but the crew didn't react.Cabin lights were off, oxygen masks hung down and the passengers were motionless. In the cockpit, the first officer was also motionless and the captain's seat was empty. For the next 14 minutes, the aircraft continued to fly in circles with the 2 F16 jets following.
But then someone with oxygen mask and the bottle beside IDE him entered the cockpit and at this point the fuel reserves were almost depleted. 1 engine flamed out and with 1 engine providing thrust, the aircraft turend to the left sharply b efore stabilizing. The plane descended. Althoguht the man attended to control the airfraft it did not succeed. First officer was here with a man trying to wakek him up. But he was still motionless. The right engine also started running out of fuel. Tragically all 121 people on board lost their lives when the plane hit the ground. Irwin claimed that he reset the presssurization mode selector to auto after maintainance but this was found to be untrue. Data from the electronic pressure control system confirmed that the outflow valve was fully open from the takeoff preventing the cabin pressurization. Data also showed pressurization issues over the last 74 flights. These flights experienced excessive leakages. Flight attendant Andreas was the one who managed to enter the cockpit later but with his limited experience and limited situation, he didn't have the time to save the aircraft. After the tragedy, it was recommended to add 2 additional warning lights in the cockpit ( one for takeoff configuration and one for cabin altitude ), focusing more on putting the pressurization from manual to auto after maintainance.
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Cet avion s'écrase dans l'océan - Alaska Airlines 261 - Crash aérien - Documentaire Complet - GPN
https://fr.wikipedia.org/[...]i/Vol_Alaska_Airlines_261
Le 31 janvier 2000, un avion de la compagnie Air Alaska, reliant Puerto Valarta, au Mexique, à San Francisco, en Californie, connaît une défaillance mécanique durant le vol.
Le compensateur de la gouverne de profondeur se bloque et l'avion s'abîme en mer. Les 88 personnes présentes à bord sont tu€€s. Plus tard, l'enquête démontre que la catastrophe est due à une grave négligence de la compagnie aérienne. Deux ans auparavant, un mécanicien avait demandé en vain le remplacement de la pièce défaillante qui a provoqué le crash.
83 passagers à bord. Tous morts. Le commandant de bord Edward Thompson, 53 ans, enregistre 17 750 heures de vol dont 4 150 heures sur MD-80. Il travaillait pour Jet America Airlines depuis 1982, puis pour Alaska Airlines lors de la fusion entre les deux compagnies aériennes en 1987[. L'officier pilote de ligne William Tansky, 57 ans, cumule 8 140 heures de vol dont 8 060 sur MD-80.. Il travaille pour Alaska Airlines depuis juillet 1985.. De plus, il y a trois membres du personnel navigant commercial (PNC) à bord. Air Alaska était dénoncé par un mécanicien 2 ans avant pour non respect des entretiens sur leurs avions. Les autorités américaines enquêtaient. Le compensateur de la gouverne de profondeur cessa de fonctionner. La procédure est appliquée mais le compensateur semble vraiment bloqué. Le compensateur sur cet avion était au sommet de la dérive. Il occupe une large partie de cette gouverne. Plus de 4 mètres carrés. C'est ce qui permet à l'équipage de faire monter ou descendre l'avion sans effort physique. L'équipage croit d'abord à une défaillance des moteurs électriques actionnant la gouverne. Régulièrement ils essaient de débloquer le compensateur en appuyant sur le bouton de la télécommande sur le manche. En vain.Ils essayent de l'activer manuellement mais ça ne marche pas. Vu que le compensateur est bloqué en une position de piquet, l'avion a tendance à descendre. Ils doivent tirer assez fort sur le manche pour redresser l'avion.
Ne voulant pas prendre de risque, le commandant se déroute vers Los Angeles. Les pilotes veulent s'informer auprès des instructeurs au sol mais aucun n'est disponible.
Air Canada 143 Becomes Powerless And Falls From The Sky | Boeing 767 | Mayday: Air Disaster
As the pilot on board Air Canada 143 descends, he loses one engine, then another. The huge Boeing is powerless and falling from the sky – it won’t make it to Winnipeg. Pearson and Quintal need to find a closer place to land. Air Canada 143 carried 61 passengers + 8 crew members It's July 23rd 1983. Rick Dion was an Air Canada maintanance enginner going on vacation with family. Robert « Bob » Pearson, the captain, had 15 000 hours of fly. Maurice Quintal , the co pilot, had 7 000 hours. The crew had a lo of hours but little in this plane. An army of microprocessors in the belly of the plane automates many functions to the point that flight's engineer job had been eliminated here. it was new high tech planed which involved change for crew and maintainance personnel. A signal alerts the crew about critical low pressure at one of the plane's fuel pumps. This plane had 3 fuel tanks, 2 on the wings and 1 in the center, those on the wings always used and the one in the center only for long distance flights. Another low pressure then happens on the plane's left side. The 767 also had separate digital guel gauges but on this flight the gauges are out of service. Captain wants to land as soon as possible in case he runs out of fuel. Original flight was from Montreal to Edmonton but they now had to go at Winnipeg airport. Ron Hewett, the controller, is contacted. Low pressure warnings meanwhile keep spreading. Left engine then runs out. They think they can land with one engine, until both eventually run out.Intrument diaplays went then black.They were still at 26 500 feet above the ground and 75 miles away from nearest airport.In these planes in kind of power loss they deplay the ram air turbinepropeller driving the small hydraulic pump about the size of a propeller. Commercial jets are equiped with transponders,, a device transmitting coded information which air traffic controllers use to determine the plane's location.
But when the plane lost its second engine, only a small amout of items got backup power. The transponder was not one of them.
https://fr.wikipedia.org/wiki/Vol_Air_Canada_143
Cet avion s'écrase dans l'océan - Alaska Airlines 261 - Crash aérien - Documentaire Complet - GPN
Le 31 janvier 2000, un avion de la compagnie Air Alaska, reliant Puerto Valarta, au Mexique, à San Francisco, en Californie, connaît une défaillance mécanique durant le vol.
Le compensateur de la gouverne de profondeur se bloque et l'avion s'abîme en mer. Les 88 personnes présentes à bord sont tu€€s. Plus tard, l'enquête démontre que la catastrophe est due à une grave négligence de la compagnie aérienne. Deux ans auparavant, un mécanicien avait demandé en vain le remplacement de la pièce défaillante qui a provoqué le crash.
83 passagers à bord. Tous morts. Le commandant de bord Edward Thompson, 53 ans, enregistre 17 750 heures de vol dont 4 150 heures sur MD-80. Il travaillait pour Jet America Airlines depuis 1982, puis pour Alaska Airlines lors de la fusion entre les deux compagnies aériennes en 1987[. L'officier pilote de ligne William Tansky, 57 ans, cumule 8 140 heures de vol dont 8 060 sur MD-80.. Il travaille pour Alaska Airlines depuis juillet 1985.. De plus, il y a trois membres du personnel navigant commercial (PNC) à bord. Air Alaska était dénoncé par un mécanicien 2 ans avant pour non respect des entretiens sur leurs avions. Les autorités américaines enquêtaient. Le compensateur de la gouverne de profondeur cessa de fonctionner. La procédure est appliquée mais le compensateur semble vraiment bloqué. Le compensateur sur cet avion était au sommet de la dérive. Il occupe une large partie de cette gouverne. Plus de 4 mètres carrés. C'est ce qui permet à l'équipage de faire monter ou descendre l'avion sans effort physique. L'équipage croit d'abord à une défaillance des moteurs électriques actionnant la gouverne. Régulièrement ils essaient de débloquer le compensateur en appuyant sur le bouton de la télécommande sur le manche. En vain.Ils essayent de l'activer manuellement mais ça ne marche pas. Vu que le compensateur est bloqué en une position de piquet, l'avion a tendance à descendre. Ils doivent tirer assez fort sur le manche pour redresser l'avion.
Ne voulant pas prendre de risque, le commandant se déroute vers Los Angeles. Les pilotes veulent s'informer auprès des instructeurs au sol mais aucun n'est disponible.
Air Canada 143 Becomes Powerless And Falls From The Sky | Boeing 767 | Mayday: Air Disaster
As the pilot on board Air Canada 143 descends, he loses one engine, then another. The huge Boeing is powerless and falling from the sky – it won’t make it to Winnipeg. Pearson and Quintal need to find a closer place to land. Air Canada 143 carried 61 passengers + 8 crew members It's July 23rd 1983. Rick Dion was an Air Canada maintanance enginner going on vacation with family. Robert « Bob » Pearson, the captain, had 15 000 hours of fly. Maurice Quintal , the co pilot, had 7 000 hours. The crew had a lo of hours but little in this plane. An army of microprocessors in the belly of the plane automates many functions to the point that flight's engineer job had been eliminated here. it was new high tech planed which involved change for crew and maintainance personnel. A signal alerts the crew about critical low pressure at one of the plane's fuel pumps. This plane had 3 fuel tanks, 2 on the wings and 1 in the center, those on the wings always used and the one in the center only for long distance flights. Another low pressure then happens on the plane's left side. The 767 also had separate digital guel gauges but on this flight the gauges are out of service. Captain wants to land as soon as possible in case he runs out of fuel. Original flight was from Montreal to Edmonton but they now had to go at Winnipeg airport. Ron Hewett, the controller, is contacted. Low pressure warnings meanwhile keep spreading. Left engine then runs out. They think they can land with one engine, until both eventually run out.Intrument diaplays went then black.They were still at 26 500 feet above the ground and 75 miles away from nearest airport.In these planes in kind of power loss they deplay the ram air turbinepropeller driving the small hydraulic pump about the size of a propeller. Commercial jets are equiped with transponders,, a device transmitting coded information which air traffic controllers use to determine the plane's location.
But when the plane lost its second engine, only a small amout of items got backup power. The transponder was not one of them.
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The Impossible That Happened To British Airways 009 | Falling From The Sky | Mayday: Air Disaster
June 24, 1982 - On a clear summer night, during a seemingly calm trip to Australia, the impossible happens to British Airways Flight 009. Smoke starts filling the cabin. The engines catch fire – then stop working. The flight crew witnessed a bizarre shower of brilliant sparks strike the windshield of the aircraft. The entire plane is surrounded by a shimmering white glow. 263 people on board scheduled to land in Australia. Betty Tootell, wrote a book about the accident « All Four Engines Have Failed »,and found 200 of the 247 passengers present on board. Tootell married her traveling companion James Ferguson, who was then sitting in the row in front of her. Captain Eric Moody flied first at 16 when he took a gliding lesson. He was one of the first ever trained on the 747. Roger Grieves is first officer, co pilot for over 6 years. Barry Townley Freeman has been flight enginner on these aircrafts just for a bit longer. Plane flied from Kuala Kumpur to Perth in Australia. Charles Capewell and his sons were some of the passengers on the plane. Most of the passengers had fall asleep. Back then in 1982 passengers were authorized to smoke on some planes, including this one. But smoke seemed a bit thickeer and some worried that a fire was smoldering somewhere. Cockpit saw Elmo's fire, a natural phenomenon seen when planes fly through highly charged thunderclouds. But there weren't supposed to be any thunder cloud tonight. A thin layer on cloud on their plane but nothing shows up on their radar. Smoke thickens in the cabin and stawarts didn't find where it's coming from. Smoke smelled like sulfuric electrical smell Strange lights strike the windshield of the British Airways. At the same time the engines are hit by a brillant white globe. There were smoke but no indication that there was a fire in any of the plane systems.
Then, flames came out from engines. From all the 4 engines. As fire engulfs sthe engines, one of them revs loudly and flames out. Eventually, engine number 2 is gone. Then all the others. The plane is still full of fuel and yet all the engines stopped working. Even without engines, the 747 can travel forward 15 kilometers for every kilometer it drops.10 kilometers, above the ocean, the crew has less than half an hour. Pilotes practiced this drill several times but it's all fine until it happens to for real. In simulator when all engines fail, autipilot turns off. But here ti was still on. Standard restart drill takes 3 minutes to complete. Crew has at most 10 chances to get their engines going before they run out of time. " From the top, battery checks, ARG cross feed valves open, fire switch in.... " Captain decides to then turn the airplane to the closest airport, just outside Jakarta. But if he can't get at least one of the engine going again, it's too far. Air traffic controller ask them to transmit emergency transponder signal. Airport can't find them on radar. Captain can't restart the engines until he can keep the plane flying between 250 and 270 knots. But the airspeed indicators aren't working. Eric so varied the speed through a 100 knot range. So he turns the autopilot off. Then he slowly pulls the nose of the jet up to slow it then pushes it down to increase its speed. As well as providing electrical powers, the engines on a jumbo jet help keep the cabin pressurized. But with the engines not working, gradually the pressure was leaking away. Thinning level of oxygen makes passengers gas. Crew get their mask but Grieves can't get his mask to work Captain must make a choice. If he continues to descend slowly, it will get increasingly difficult for Grieves to breathe. But they had to increase the descend. Cabin crew tried to use public adress system to explain what's going on but it's not working. Chief Stewart Graham Skinner makes a low tech back up.
If engines don't start soon, the captain will have to try to land the plane on open ocean. Mountain range cuts across the land of Java between the plane and the airport. He has to be 3 500 meters high at least to clear it. If all engines kept not working, they woudln't make it. So the pilot had to make a choice between the moutain and turning back to try to land it on the sea. Then as suddently as it stopped working, the fourth engine came back to life. The 747 can fly with one engine but the captain knows that with only 1 engine, it won't be enough to clear the mountains. Another engine coughs and come back to life as the plane falls past 4 000 meters. It's follwoed quickly by the final 2. But when the captain climbs up, the strange light he saw during the crisis reappeared again. Before he can descend fast, the plane is stricken again. As the engine backfires violently, the captain had to make another fateful decision. Grieves thinkgs the windshield is covered in moisture making it hard to see through. Final unwelcomed new for the crew : the equipment that halped them to descend at the proper angle is not working. The localizer giving you the left and right of the runway Center Line that was working but the Glide slope which gives you the actual profile for the descent was not working. The crew had to land the plane manually. Once on land, from the outside the crew realized that their windshield had been deeply scratched. They see bare metal showing through where the pain had been somehow stripped away. The airplane had lost its sheen and in some places it had been sandblasted. All the decals and paints came off. Engines were manufactured by Rolls Royce. Malcom Grayburn, former engineer, led the investigation. Much of the engines was badly scratched and scored. Engines were chocked with fine dust of sand and rock. It was volvanic ash.
At Mount Galunggung volvano there was a massive eruption. In April, May, June of 1982, the eruptions became increasingly more powerful. As ash raised 15 000 meteres into the air, winds pushed it into the southwest, where the plane flied. Unlike smoke you see in a chimney of after a fire in a forest, it's not soft material at all. It's very fine ground up particles of solid rock and minerals. This material is very abrasive, angular and seeing it under a microscope, you see very sharp angles. In addition to sandblasting the windshield and the leading edges of the plane, it explains other phenomenons. It caused friction to the plane. Because it's a dry environment up that frictionnal electrification profuces the glow referred as Saint Elmo's fire. Electrification caused the interference in communication Some of the volcanic ash sucked up by the engines was blown into the plane. Sulfurous sulfur laden air. in the cabin. A turbofan jet engine works by sucking in enormous amount of air. The air is then highly pressurized by the engine's compressor. This thgitly packed air mixed with fuel and ignited. The force of this reaction propels the jet. Volvanic ash melt at around 1 300 / 1 400 degrees. And combustion chambers inside the engines were about 2 000 degrees. Deeper into the engine, the ash turned into a stick molten goo, attaching itself to the engine and beginning to choke it. When the engine isn't burning cleanly, the engine backfires. Too much fuel and not enough oxygen. When the engines cooled down, it was enough for this stuff to break off and eventually allow the engines to restart. When a lot of molten ash were gone, the engines were clear again. All of this are now incorporated into pilot's trainings.
The Impossible That Happened To British Airways 009 | Falling From The Sky | Mayday: Air Disaster
June 24, 1982 - On a clear summer night, during a seemingly calm trip to Australia, the impossible happens to British Airways Flight 009. Smoke starts filling the cabin. The engines catch fire – then stop working. The flight crew witnessed a bizarre shower of brilliant sparks strike the windshield of the aircraft. The entire plane is surrounded by a shimmering white glow. 263 people on board scheduled to land in Australia. Betty Tootell, wrote a book about the accident « All Four Engines Have Failed »,and found 200 of the 247 passengers present on board. Tootell married her traveling companion James Ferguson, who was then sitting in the row in front of her. Captain Eric Moody flied first at 16 when he took a gliding lesson. He was one of the first ever trained on the 747. Roger Grieves is first officer, co pilot for over 6 years. Barry Townley Freeman has been flight enginner on these aircrafts just for a bit longer. Plane flied from Kuala Kumpur to Perth in Australia. Charles Capewell and his sons were some of the passengers on the plane. Most of the passengers had fall asleep. Back then in 1982 passengers were authorized to smoke on some planes, including this one. But smoke seemed a bit thickeer and some worried that a fire was smoldering somewhere. Cockpit saw Elmo's fire, a natural phenomenon seen when planes fly through highly charged thunderclouds. But there weren't supposed to be any thunder cloud tonight. A thin layer on cloud on their plane but nothing shows up on their radar. Smoke thickens in the cabin and stawarts didn't find where it's coming from. Smoke smelled like sulfuric electrical smell Strange lights strike the windshield of the British Airways. At the same time the engines are hit by a brillant white globe. There were smoke but no indication that there was a fire in any of the plane systems.
Then, flames came out from engines. From all the 4 engines. As fire engulfs sthe engines, one of them revs loudly and flames out. Eventually, engine number 2 is gone. Then all the others. The plane is still full of fuel and yet all the engines stopped working. Even without engines, the 747 can travel forward 15 kilometers for every kilometer it drops.10 kilometers, above the ocean, the crew has less than half an hour. Pilotes practiced this drill several times but it's all fine until it happens to for real. In simulator when all engines fail, autipilot turns off. But here ti was still on. Standard restart drill takes 3 minutes to complete. Crew has at most 10 chances to get their engines going before they run out of time. " From the top, battery checks, ARG cross feed valves open, fire switch in.... " Captain decides to then turn the airplane to the closest airport, just outside Jakarta. But if he can't get at least one of the engine going again, it's too far. Air traffic controller ask them to transmit emergency transponder signal. Airport can't find them on radar. Captain can't restart the engines until he can keep the plane flying between 250 and 270 knots. But the airspeed indicators aren't working. Eric so varied the speed through a 100 knot range. So he turns the autopilot off. Then he slowly pulls the nose of the jet up to slow it then pushes it down to increase its speed. As well as providing electrical powers, the engines on a jumbo jet help keep the cabin pressurized. But with the engines not working, gradually the pressure was leaking away. Thinning level of oxygen makes passengers gas. Crew get their mask but Grieves can't get his mask to work Captain must make a choice. If he continues to descend slowly, it will get increasingly difficult for Grieves to breathe. But they had to increase the descend. Cabin crew tried to use public adress system to explain what's going on but it's not working. Chief Stewart Graham Skinner makes a low tech back up.
If engines don't start soon, the captain will have to try to land the plane on open ocean. Mountain range cuts across the land of Java between the plane and the airport. He has to be 3 500 meters high at least to clear it. If all engines kept not working, they woudln't make it. So the pilot had to make a choice between the moutain and turning back to try to land it on the sea. Then as suddently as it stopped working, the fourth engine came back to life. The 747 can fly with one engine but the captain knows that with only 1 engine, it won't be enough to clear the mountains. Another engine coughs and come back to life as the plane falls past 4 000 meters. It's follwoed quickly by the final 2. But when the captain climbs up, the strange light he saw during the crisis reappeared again. Before he can descend fast, the plane is stricken again. As the engine backfires violently, the captain had to make another fateful decision. Grieves thinkgs the windshield is covered in moisture making it hard to see through. Final unwelcomed new for the crew : the equipment that halped them to descend at the proper angle is not working. The localizer giving you the left and right of the runway Center Line that was working but the Glide slope which gives you the actual profile for the descent was not working. The crew had to land the plane manually. Once on land, from the outside the crew realized that their windshield had been deeply scratched. They see bare metal showing through where the pain had been somehow stripped away. The airplane had lost its sheen and in some places it had been sandblasted. All the decals and paints came off. Engines were manufactured by Rolls Royce. Malcom Grayburn, former engineer, led the investigation. Much of the engines was badly scratched and scored. Engines were chocked with fine dust of sand and rock. It was volvanic ash.
At Mount Galunggung volvano there was a massive eruption. In April, May, June of 1982, the eruptions became increasingly more powerful. As ash raised 15 000 meteres into the air, winds pushed it into the southwest, where the plane flied. Unlike smoke you see in a chimney of after a fire in a forest, it's not soft material at all. It's very fine ground up particles of solid rock and minerals. This material is very abrasive, angular and seeing it under a microscope, you see very sharp angles. In addition to sandblasting the windshield and the leading edges of the plane, it explains other phenomenons. It caused friction to the plane. Because it's a dry environment up that frictionnal electrification profuces the glow referred as Saint Elmo's fire. Electrification caused the interference in communication Some of the volcanic ash sucked up by the engines was blown into the plane. Sulfurous sulfur laden air. in the cabin. A turbofan jet engine works by sucking in enormous amount of air. The air is then highly pressurized by the engine's compressor. This thgitly packed air mixed with fuel and ignited. The force of this reaction propels the jet. Volvanic ash melt at around 1 300 / 1 400 degrees. And combustion chambers inside the engines were about 2 000 degrees. Deeper into the engine, the ash turned into a stick molten goo, attaching itself to the engine and beginning to choke it. When the engine isn't burning cleanly, the engine backfires. Too much fuel and not enough oxygen. When the engines cooled down, it was enough for this stuff to break off and eventually allow the engines to restart. When a lot of molten ash were gone, the engines were clear again. All of this are now incorporated into pilot's trainings.
Post.
Deux avions se percutent en plein vol - Croisement mortel - Mayday - Vol BTC 2937 - [Real Audio]
En 2002, un Tupolev Tu-154M et un Boeing 757 cargo se percutent en plein vol au-dessus de la frontière germano-suisse, non loin du lac de Constance. L'équipage technique était composé de cinq membres : Alexander Mihailovich Gross (52 ans) commandant de bord, Oleg Pavlovich Grigoriev (40 ans) copilote et chef pilote de la compagnie, Murat Ahatovich Itkulov (41 ans) copilote du vol mais pendant le vol sa place est prise par Grigoriev pour évaluer les compétences du commandant Gross, Sergei Kharlov (50 ans) navigateur et Oleg Valeev (37 ans), le mécanicien navigant. Parmi les passagers présents à bord, 46 d'entre eux étaient des enfants russes, originaires de la ville d'Oufa, ayant gagné un voyage scolaire en Espagne, organisé par le comité local de l'UNESCO. Ils ont voyagé dans un train de nuit vers Moscou et sont arrivés le 29 juin, puis, comme leur chauffeur les a accidentellement emmenés au mauvais aéroport, ils ont raté leur vol d'origine. Ils y sont restés jusqu'au 1er juillet, afin d'obtenir un nouveau vol. Le vol 2937 décolle de Moscou pour aller à Barcelona. L'avion est équipé d'un système anti collision moderne, le ticas, un système d'ordinateurs prévenant la présence de d'autres avions. Un ordinateur donne la position, un autre l'altitude, un autre la vitesse. Si le contrôle aérien échoue, le ticas est le dernier recours. Le Boeing 757 lui, allait de Bergame à Bruxelles. C'est un cargo. Ce vol cargo régulier était effectué par deux pilotes basés à Bahreïn : le commandant de bord Paul Phillips (47 ans), de nationalité britannique, et le copilote Brant Campioni (34 ans), de nationalité canadienne. Un an et demi après l'accident, le 24 février 2004, Peter Nielsen, le contrôleur aérien en service au moment de la collision, a été assassiné dans un acte de vengeance par Vitali Kaloïev, un citoyen russe qui avait perdu sa femme et deux enfants dans la catastrophe. Peter Nielsen avait 8 ans de métier. Ce n'était pas un débutant.
2 techniciens viennent pour informer Peter d'une intervention sur le radar principal. Peter ignore, mais durant l'intervention le filet de sauvegarde est désactivé. Le filet de sauvegarde est un système d'alerte prévenant le contrôleur que 2 avions s'approchent anormalement. Avec l'intervention des techniciens, les écrans sont aussi plus lents, sans oublier que ce soit Peter doit jongler entre 2 postes de travail. Un contrôleur allemande détecte le premier le risque de collision. Il essaye de prévenir Peter mais les téléphones sont toujours coupés. Impossible de prévenir les pilotes qui sont passés sur la fréquence radio. Les ticas des 2 avions se détectent. Peter demande à l'équipage russe de descendre mais le ticas russe demande de monter. L'avion russe descend mais le DHL reçoit la même instruction de son ticas. Par réflexe les pilotes russes ont remonté au dernier moment alors que s'ils avaient continué la descente, les 2 avions auraient pu se croiser à 30 mètres d'écart. Les ticas des 2 avions ne se sont pas inversés car les 2 avions doivent avoir une différence d'altitude de 30 mètres pour que cela arrive. Or ce n'était pas le cas. Quand le contrôleur et le ticas donnent des ordres différentes, que font les pilotes? En 2002, pas de consigne stricte et universelle. Dans les pays occidentaux , les pilotes sont formés pour obéir strictement au ticas. Ce n'était pas le cas dans le reste du monde. En janvier 2001 1 an et demi avant l'accident, 2 avions transportant 677 personnes ont déjà failli se percuter. La maneuvre de détournement était si brutale qu'une centaine de passagers étaient blessés. Là aussi un des pilotes avaient suivi le contrôleur au lieu du ticas. L'avertissement aurait du servir. L'organisation internationale de l'aviation civile n'a pas réagi.
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The Tiny Crack that Took Down The World's Biggest Plane
A plane who carried 400 passengers experienced a dire emergency. One of the engines exploded and the damages crippled critical systems, leaving the remaining engines struggling to keep the aircraft in the air. The plane was Qantas Flight 32, an Airbus A380. Also messages indicated potential fuel leak and flight control issues. The stakes are higher than ever. Return right away and they risked losing control of the aircraft and staying in the air to test systems and ensure full functionality and and they may lose too many fuels to safely make it back. It was on November 4th, 2010 at Singapore''s Changi International Airport. 440 passengers and 24 cabin crew members and 5 pilot crew in flight deck. Captian Richard de Crespigny is a former military pilot with over 15 000 hours of flight at this point. Matt Hicks, first officer, had 11 000 hours. Mark Johnson, second officer, had 8 000 hours. Today captain was evaluated as part of an annual route check, a standard procedure at Qantas. Harry Wubbe, with 20 000 hours is undergoing training for this role. Therefore he is also being monitorez by a supervising David Evans, check captain, 17 000 hours of flight. 70 000 hours of flight experience from these 5 combined. The airline didn't have fatal accident since the 1950s. 5 minutes after the takeoff at 7 000 feet of altitude, flight crew are hearing 2 bang sound from the left side. Electroning centralized aircraft monitoring system, ECAM, shows messages indicating that turbine inside engine 2 overheated. Auto throttle system doesn't work either. Another ECAM messages indicates a fire in engine 2 Pilot shuts down the engine and discharges fire extinguisher bottles installed inside the engine. But nothing. They begin transferring the fuel from engine number 2. Engine 1 and 4 run ina degraded mode while engine 3 is running in an alternate mode. Alternate and degraded modes indicate that the onboard computers stopped receiving one or multiple parameters from the engine.
10 minutes.
Deux avions se percutent en plein vol - Croisement mortel - Mayday - Vol BTC 2937 - [Real Audio]
En 2002, un Tupolev Tu-154M et un Boeing 757 cargo se percutent en plein vol au-dessus de la frontière germano-suisse, non loin du lac de Constance. L'équipage technique était composé de cinq membres : Alexander Mihailovich Gross (52 ans) commandant de bord, Oleg Pavlovich Grigoriev (40 ans) copilote et chef pilote de la compagnie, Murat Ahatovich Itkulov (41 ans) copilote du vol mais pendant le vol sa place est prise par Grigoriev pour évaluer les compétences du commandant Gross, Sergei Kharlov (50 ans) navigateur et Oleg Valeev (37 ans), le mécanicien navigant. Parmi les passagers présents à bord, 46 d'entre eux étaient des enfants russes, originaires de la ville d'Oufa, ayant gagné un voyage scolaire en Espagne, organisé par le comité local de l'UNESCO. Ils ont voyagé dans un train de nuit vers Moscou et sont arrivés le 29 juin, puis, comme leur chauffeur les a accidentellement emmenés au mauvais aéroport, ils ont raté leur vol d'origine. Ils y sont restés jusqu'au 1er juillet, afin d'obtenir un nouveau vol. Le vol 2937 décolle de Moscou pour aller à Barcelona. L'avion est équipé d'un système anti collision moderne, le ticas, un système d'ordinateurs prévenant la présence de d'autres avions. Un ordinateur donne la position, un autre l'altitude, un autre la vitesse. Si le contrôle aérien échoue, le ticas est le dernier recours. Le Boeing 757 lui, allait de Bergame à Bruxelles. C'est un cargo. Ce vol cargo régulier était effectué par deux pilotes basés à Bahreïn : le commandant de bord Paul Phillips (47 ans), de nationalité britannique, et le copilote Brant Campioni (34 ans), de nationalité canadienne. Un an et demi après l'accident, le 24 février 2004, Peter Nielsen, le contrôleur aérien en service au moment de la collision, a été assassiné dans un acte de vengeance par Vitali Kaloïev, un citoyen russe qui avait perdu sa femme et deux enfants dans la catastrophe. Peter Nielsen avait 8 ans de métier. Ce n'était pas un débutant.
2 techniciens viennent pour informer Peter d'une intervention sur le radar principal. Peter ignore, mais durant l'intervention le filet de sauvegarde est désactivé. Le filet de sauvegarde est un système d'alerte prévenant le contrôleur que 2 avions s'approchent anormalement. Avec l'intervention des techniciens, les écrans sont aussi plus lents, sans oublier que ce soit Peter doit jongler entre 2 postes de travail. Un contrôleur allemande détecte le premier le risque de collision. Il essaye de prévenir Peter mais les téléphones sont toujours coupés. Impossible de prévenir les pilotes qui sont passés sur la fréquence radio. Les ticas des 2 avions se détectent. Peter demande à l'équipage russe de descendre mais le ticas russe demande de monter. L'avion russe descend mais le DHL reçoit la même instruction de son ticas. Par réflexe les pilotes russes ont remonté au dernier moment alors que s'ils avaient continué la descente, les 2 avions auraient pu se croiser à 30 mètres d'écart. Les ticas des 2 avions ne se sont pas inversés car les 2 avions doivent avoir une différence d'altitude de 30 mètres pour que cela arrive. Or ce n'était pas le cas. Quand le contrôleur et le ticas donnent des ordres différentes, que font les pilotes? En 2002, pas de consigne stricte et universelle. Dans les pays occidentaux , les pilotes sont formés pour obéir strictement au ticas. Ce n'était pas le cas dans le reste du monde. En janvier 2001 1 an et demi avant l'accident, 2 avions transportant 677 personnes ont déjà failli se percuter. La maneuvre de détournement était si brutale qu'une centaine de passagers étaient blessés. Là aussi un des pilotes avaient suivi le contrôleur au lieu du ticas. L'avertissement aurait du servir. L'organisation internationale de l'aviation civile n'a pas réagi.
.
The Tiny Crack that Took Down The World's Biggest Plane
A plane who carried 400 passengers experienced a dire emergency. One of the engines exploded and the damages crippled critical systems, leaving the remaining engines struggling to keep the aircraft in the air. The plane was Qantas Flight 32, an Airbus A380. Also messages indicated potential fuel leak and flight control issues. The stakes are higher than ever. Return right away and they risked losing control of the aircraft and staying in the air to test systems and ensure full functionality and and they may lose too many fuels to safely make it back. It was on November 4th, 2010 at Singapore''s Changi International Airport. 440 passengers and 24 cabin crew members and 5 pilot crew in flight deck. Captian Richard de Crespigny is a former military pilot with over 15 000 hours of flight at this point. Matt Hicks, first officer, had 11 000 hours. Mark Johnson, second officer, had 8 000 hours. Today captain was evaluated as part of an annual route check, a standard procedure at Qantas. Harry Wubbe, with 20 000 hours is undergoing training for this role. Therefore he is also being monitorez by a supervising David Evans, check captain, 17 000 hours of flight. 70 000 hours of flight experience from these 5 combined. The airline didn't have fatal accident since the 1950s. 5 minutes after the takeoff at 7 000 feet of altitude, flight crew are hearing 2 bang sound from the left side. Electroning centralized aircraft monitoring system, ECAM, shows messages indicating that turbine inside engine 2 overheated. Auto throttle system doesn't work either. Another ECAM messages indicates a fire in engine 2 Pilot shuts down the engine and discharges fire extinguisher bottles installed inside the engine. But nothing. They begin transferring the fuel from engine number 2. Engine 1 and 4 run ina degraded mode while engine 3 is running in an alternate mode. Alternate and degraded modes indicate that the onboard computers stopped receiving one or multiple parameters from the engine.
10 minutes.
Post.
They Just Ripped Off – A Simple Mistake with Dire Consequences
British Airways Flight 762 lined up on the runway of Heathrow airport, London. As the aircraft speeds down the runway, some passengers near the wings notice something strange. It was on May 24th, 2013. British Airways Flight 762 prepared to the first flight of the day, heading towards Oslo. It was an Airbus 319 built in 2001, used from short to mid distance routes. It has a storng safety record. Technicians during night checks opened doors on both engines to check the idg oil levels. Lacking necesssary tools they delayed the fanc Cal doors unlatched violating standard procedures. To make things worse, no warning notice was placed in the cockpit. Technicians came back later that night but instead of going back to this plane, they accidentally serviced an Airbus A 321 on nearby stand. Fan Cowl doors remained unlatched and idg oil levels remained below operationnal standards. During check next morning, the pilot examined the aircraft's exterior, inspecting the landing gear of for tire condition and hydrualic leaks, scanning the wings for any visible damage and making sure that control surfaces like the flaps and flats were clear of obstructions. No visible issues detected, the co pilot returned to the cabin. But the unsecured fanal doors had gone unoticed. During ground operations, a member of the ground handling team took photos for a training video, unaware that the fan cawl door had been left unsecured. Pish back tug arrived 15 minutes before the scheduled takeoff. All ground personnel weren't trained to notice unlatched fan cowl doors. The captain had over 12 500 flight hours including 6 660 on the A320 series. The co pilot had 5 400 flight hours overall and 4100 just for the 1 320 series. They were respectively aged of 50 and 33 years old. After plane took off, some passengers near the wings noticed that the fan cowl doors on both engines were flapping in the air flow. A few moments later, the unsecured door ripped off. sending debris flying into the air.
Pilots of another aircraft lining up after 762 noticed debris scattered on the runway. Concerned, they transmitted information to traffic control. Debris in the door struck the fusalage and wings of the aircraft most notably, puncturing the fuel metering units spill return pipe. THis damage caused fuel leak from the engine and that meant an engine fire could quickly break out. Passengers pressed the call button to alert. Flight attendant didn't try to call again as she interpreted the lack of response as pilots being busy and aware of the situation. Auto thrust disengaged and master caution alarm sounded. Captain noticed the right engine's pressure ratio gauge was blank and following the ecam instructions, he selected N1 mode for both engines but 4 seconds later the master caution sounded again. indicating a loss of the yellow hydraulic system. Yellow hydraulic system is one of the 3 main hydrualic systems of the Airbus A319. It goes through several aircraft's components including nose, wings, wheel, steering. reverse thrust for the right engine, flaps, slats and the operation of the cargo doors. If primary system fails, it serves as a backup for the landing gear. When pressure is lost in the yellow system, the power transfers unit or PTU can transfer hydraulic pressure from another system to maintain essential functions. However if there is a problem in the yellow systme such as fluid leak, keeping the PTU active could cause pressure loss in the unaffected system. Captain turned off the PTU to prevent unaffected system to pressure the yellow system, isolating the issue and protecting the rest of the aircraft's hydraulic systems from further complications. After checking the damage, senior cabin crew member contacted the cockpit 6 minutes after the initial attempt. But she didn't mention the fuel leak as it was not visible from her position. Aircraft returned to Heathrow.
Seeing damage on the left engine, she contacted the cockpit again. Fuel imbalance was activated, alerting the cockpit about the fuel leak. Captain requested the vectors to the ILS for runway 27. As the planed turned, the captain noticed the ATC about the fuel leak. They still had 5 tons of fuel on board. Co pilto aclculated that the fuel was leaking at a rate of 100 kg every 2 minutes. He shared his concern with the captain that the right engine might shut down. from fuel exhaustion.They have over 4 000 kg of fuel remaining but only 1 000 on the right tank. Co pilot recalculated, and found that it was in fact 100 kg every minute.He suggested shutting down the right engine. But the captain, considering all the options, decided against it. Sudden loud bang came from the right engine followed by a sharp drop in its parameters. The captian shut it down. As he did, teh fire alarm sounded in the cockpit. Fuel from the punctured spill return pipe had ignited. Crew in the cockpit discharged the first fire extinguisher bottle. With the engine not operationnal and the fire still smoldering, the left engine was now the only source of power. Autopilot disconnected forcing the co pilot to take manual control. Second fire extinguiser bottle was discharged but the fire warning remained active. Captain instructed the co pilot to adjust the thrust levers to manage their speed while he focused on the landing. Due to earlier hydraulic pressure, when landing,t he aircraft's braking system required the captian to use manual braking. The captain then positionned the plane so that the winds would carry the flames away from the fuselage. All passengers were evacuated without serious injuries. Primary cause of the incident was maintenance technicians failing to properly secure the fan cowl doors. After overnight checks, they didn't follow proper latching procedures and inspections.
Positionned at the bottom of the engines in cell, they were difficult to see during standard walkaround inspections.
They Just Ripped Off – A Simple Mistake with Dire Consequences
British Airways Flight 762 lined up on the runway of Heathrow airport, London. As the aircraft speeds down the runway, some passengers near the wings notice something strange. It was on May 24th, 2013. British Airways Flight 762 prepared to the first flight of the day, heading towards Oslo. It was an Airbus 319 built in 2001, used from short to mid distance routes. It has a storng safety record. Technicians during night checks opened doors on both engines to check the idg oil levels. Lacking necesssary tools they delayed the fanc Cal doors unlatched violating standard procedures. To make things worse, no warning notice was placed in the cockpit. Technicians came back later that night but instead of going back to this plane, they accidentally serviced an Airbus A 321 on nearby stand. Fan Cowl doors remained unlatched and idg oil levels remained below operationnal standards. During check next morning, the pilot examined the aircraft's exterior, inspecting the landing gear of for tire condition and hydrualic leaks, scanning the wings for any visible damage and making sure that control surfaces like the flaps and flats were clear of obstructions. No visible issues detected, the co pilot returned to the cabin. But the unsecured fanal doors had gone unoticed. During ground operations, a member of the ground handling team took photos for a training video, unaware that the fan cawl door had been left unsecured. Pish back tug arrived 15 minutes before the scheduled takeoff. All ground personnel weren't trained to notice unlatched fan cowl doors. The captain had over 12 500 flight hours including 6 660 on the A320 series. The co pilot had 5 400 flight hours overall and 4100 just for the 1 320 series. They were respectively aged of 50 and 33 years old. After plane took off, some passengers near the wings noticed that the fan cowl doors on both engines were flapping in the air flow. A few moments later, the unsecured door ripped off. sending debris flying into the air.
Pilots of another aircraft lining up after 762 noticed debris scattered on the runway. Concerned, they transmitted information to traffic control. Debris in the door struck the fusalage and wings of the aircraft most notably, puncturing the fuel metering units spill return pipe. THis damage caused fuel leak from the engine and that meant an engine fire could quickly break out. Passengers pressed the call button to alert. Flight attendant didn't try to call again as she interpreted the lack of response as pilots being busy and aware of the situation. Auto thrust disengaged and master caution alarm sounded. Captain noticed the right engine's pressure ratio gauge was blank and following the ecam instructions, he selected N1 mode for both engines but 4 seconds later the master caution sounded again. indicating a loss of the yellow hydraulic system. Yellow hydraulic system is one of the 3 main hydrualic systems of the Airbus A319. It goes through several aircraft's components including nose, wings, wheel, steering. reverse thrust for the right engine, flaps, slats and the operation of the cargo doors. If primary system fails, it serves as a backup for the landing gear. When pressure is lost in the yellow system, the power transfers unit or PTU can transfer hydraulic pressure from another system to maintain essential functions. However if there is a problem in the yellow systme such as fluid leak, keeping the PTU active could cause pressure loss in the unaffected system. Captain turned off the PTU to prevent unaffected system to pressure the yellow system, isolating the issue and protecting the rest of the aircraft's hydraulic systems from further complications. After checking the damage, senior cabin crew member contacted the cockpit 6 minutes after the initial attempt. But she didn't mention the fuel leak as it was not visible from her position. Aircraft returned to Heathrow.
Seeing damage on the left engine, she contacted the cockpit again. Fuel imbalance was activated, alerting the cockpit about the fuel leak. Captain requested the vectors to the ILS for runway 27. As the planed turned, the captain noticed the ATC about the fuel leak. They still had 5 tons of fuel on board. Co pilto aclculated that the fuel was leaking at a rate of 100 kg every 2 minutes. He shared his concern with the captain that the right engine might shut down. from fuel exhaustion.They have over 4 000 kg of fuel remaining but only 1 000 on the right tank. Co pilot recalculated, and found that it was in fact 100 kg every minute.He suggested shutting down the right engine. But the captain, considering all the options, decided against it. Sudden loud bang came from the right engine followed by a sharp drop in its parameters. The captian shut it down. As he did, teh fire alarm sounded in the cockpit. Fuel from the punctured spill return pipe had ignited. Crew in the cockpit discharged the first fire extinguisher bottle. With the engine not operationnal and the fire still smoldering, the left engine was now the only source of power. Autopilot disconnected forcing the co pilot to take manual control. Second fire extinguiser bottle was discharged but the fire warning remained active. Captain instructed the co pilot to adjust the thrust levers to manage their speed while he focused on the landing. Due to earlier hydraulic pressure, when landing,t he aircraft's braking system required the captian to use manual braking. The captain then positionned the plane so that the winds would carry the flames away from the fuselage. All passengers were evacuated without serious injuries. Primary cause of the incident was maintenance technicians failing to properly secure the fan cowl doors. After overnight checks, they didn't follow proper latching procedures and inspections.
Positionned at the bottom of the engines in cell, they were difficult to see during standard walkaround inspections.
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The Worst Crash That Never Happened
Due to maintainance, runway 28 is closed that night and the lights had been turned off. But the pilots who already landed here before expected to see 2 parallels runways. They thought the center runway is 28 left. They confused taxi way on the right to be runway 28 right. On that taxi way, 4 planes lined up for departure : United 1, Philippine Airlines 115, and 2 more United flights. 1 000 passengers in total. Air Canada heads towards them Information about runaway closure was listed in so called in a so called NOTAM. The lists are quite long, typically several pages. Not easy to pick out the details revelant for the flight. Runaway closure was missed by the crew. Pilots had been cleared for a so call visual approach. steering the aircraft to according to what they see. Visual approach is normal procedure considering the clear conditions. Landing on false runways or even taxiways occured before. Pilots usually back up their approach with instrument guidance. They could have used here the instrument landing system, ILS to confirm they were on th e right path. Modern flight management computers usually do this automatically. But in this case it had to be dialed manually. First officer didn't do that for some reason. Overconfidence and fatigue had been attributed to these mistakes. Canadian pilots fatigue rules were less strident than the US regulations. The flight captain had no significant rest period for the last 19 hours. As no one recognized that the airplane lined up for the taxiway, Air Canada heads closer to disaster. Ideal approach was a slight angle from the right to stay further away form the west shore of the bay, reducing noise pollution. Therefore it's not unusual that from the tower perspective, airplanes appear in a little offset to the left of the runaway center line. Pilots asked confirmation after seeing lights on the runway. Tower control confirmed it was clear to land.
One controller managed the traffic at this time. Normally an additional controller is here to handle ground traffic but during the less busy night hours, the tower controller often works both frequencies. Pilots used United Flight 1 waiting as first in line on taxiway Charlie were listening on this exchange with Air Canada. They probably wondered why Air Canada was still so far to the left of the center line. When it was obvious the plan led up to the taxiway they spoke up quickly not even mentionning their own call sign. Air Canada 759 missed the tail fins of the waiting aircraft by only a few meters. National Transportation Safety Broad released a list of recommendations, many of them already implemented. Visual approaches at night no longer allowed at San Francisco when an adjacent runaway is closed. 2 air traffic controllers are required on the duty until the late night arrival rush is over. On January 2023, 2 airplanes almost collided into each other at JFK airport at New York City. American Airlines Flight 106 came from the northwest along Taxiway Bravo. To get to the departure end of runaway 4L where they gonna take off. They were then told to turn onto Kilo. Pilot didn't read back the runaway assignement but just the taxi route. A minor deviation from protocol and controller dismissed it. As they reach intersection, Delta Airlines flight 1943 was ready to takeoff on runaway 4 L and received its final clearance. Meanwhile American Airlines is continuying to taxi and instructed to turn at Kilo. Instead of turning right onto Kilo, it went straight ahead onto Juliet, crossing thereby the same runaway from which Delta Airlines was departing. For operationnal reasons, airport used 4L for departure. Both flight crew couldn't hear each other. American Airlines was on the ground frequency while Delta Airlines was on the tower frequency. They didn't have a mental picture of what the other was doing and they were talking to different controllers.
But controller sees what is happening takeoff clearance got cancelled in time.
The Worst Crash That Never Happened
Due to maintainance, runway 28 is closed that night and the lights had been turned off. But the pilots who already landed here before expected to see 2 parallels runways. They thought the center runway is 28 left. They confused taxi way on the right to be runway 28 right. On that taxi way, 4 planes lined up for departure : United 1, Philippine Airlines 115, and 2 more United flights. 1 000 passengers in total. Air Canada heads towards them Information about runaway closure was listed in so called in a so called NOTAM. The lists are quite long, typically several pages. Not easy to pick out the details revelant for the flight. Runaway closure was missed by the crew. Pilots had been cleared for a so call visual approach. steering the aircraft to according to what they see. Visual approach is normal procedure considering the clear conditions. Landing on false runways or even taxiways occured before. Pilots usually back up their approach with instrument guidance. They could have used here the instrument landing system, ILS to confirm they were on th e right path. Modern flight management computers usually do this automatically. But in this case it had to be dialed manually. First officer didn't do that for some reason. Overconfidence and fatigue had been attributed to these mistakes. Canadian pilots fatigue rules were less strident than the US regulations. The flight captain had no significant rest period for the last 19 hours. As no one recognized that the airplane lined up for the taxiway, Air Canada heads closer to disaster. Ideal approach was a slight angle from the right to stay further away form the west shore of the bay, reducing noise pollution. Therefore it's not unusual that from the tower perspective, airplanes appear in a little offset to the left of the runaway center line. Pilots asked confirmation after seeing lights on the runway. Tower control confirmed it was clear to land.
One controller managed the traffic at this time. Normally an additional controller is here to handle ground traffic but during the less busy night hours, the tower controller often works both frequencies. Pilots used United Flight 1 waiting as first in line on taxiway Charlie were listening on this exchange with Air Canada. They probably wondered why Air Canada was still so far to the left of the center line. When it was obvious the plan led up to the taxiway they spoke up quickly not even mentionning their own call sign. Air Canada 759 missed the tail fins of the waiting aircraft by only a few meters. National Transportation Safety Broad released a list of recommendations, many of them already implemented. Visual approaches at night no longer allowed at San Francisco when an adjacent runaway is closed. 2 air traffic controllers are required on the duty until the late night arrival rush is over. On January 2023, 2 airplanes almost collided into each other at JFK airport at New York City. American Airlines Flight 106 came from the northwest along Taxiway Bravo. To get to the departure end of runaway 4L where they gonna take off. They were then told to turn onto Kilo. Pilot didn't read back the runaway assignement but just the taxi route. A minor deviation from protocol and controller dismissed it. As they reach intersection, Delta Airlines flight 1943 was ready to takeoff on runaway 4 L and received its final clearance. Meanwhile American Airlines is continuying to taxi and instructed to turn at Kilo. Instead of turning right onto Kilo, it went straight ahead onto Juliet, crossing thereby the same runaway from which Delta Airlines was departing. For operationnal reasons, airport used 4L for departure. Both flight crew couldn't hear each other. American Airlines was on the ground frequency while Delta Airlines was on the tower frequency. They didn't have a mental picture of what the other was doing and they were talking to different controllers.
But controller sees what is happening takeoff clearance got cancelled in time.
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Plane SNAPS in half over the ocean | The REAL story of South African 295
Boeing 747, 140 passengers, a suffocating smoke. South African Airways Flight 295 tried to land on an island in the middle of ocean after a fire broke out. It was on November 27th 1988. 140 passengers and 19 crew members on board, gonig from Taipei, Taiwan to Johannesburg in South Africa with a stopover in Mauritius. 10 hours long flight. To this day there is still part of mystery about what happened. This plane combined both passengers and cargo on the same deck. The front 2 thirds was used to carry passengers while the rear third was used for the cargo. Majority of passengers were South African returning home with some Japanese, Taiwanese as well as a few passengers from Europe and Australia. Captain was David Ice, 49 years old former air force pilot with nearly 14 000 hours of flight experience. He would face one of his worst nightmares, something he quietly concerned for years. David Hamilton was the first officer, 36 years old with 7 000 hours of total flight experience. And like the captain, about 4 000 hours of flight experiences on the 747. Then a flight engineer, the 45 years old Giuseppe Belagarda. 2 more crew ready to take over during the long cruise over the ocean, the 37 years old pilot Jeffrey Virtual and 34 years old flight engineer Alan George Daniel. Some restrictions due to political context in the 1980s would play a crucial part of one of the possible scenarios. Above the south China sea the flight reached its cruising altitude. The pilots continued along the planned route making routine position reports to air traffic controllers. in Hong Kong, Bangkok, Kuala Kumpur. Pilot then also made a routine call to radio station operated by South African Airways all the way over in Johannesburg. The station was known as Zur. In a coutry where country's political situation made it difficult to operate internationally, this radio was crucial. South African Airways was one of the 2 airlines in the world with such services, the other being British Airways.
Something unusual happened, paving the way for a sinister interpretation of events. Flight will not crash in the next 30 minutes but instead travel 8 hours traversing southern Indian ocean. Why is there a discussion about dinner on the cockpit voice recorder which took place near the beginning of the flight, hours before plane declared emlergency to Mauritius air traffic control. Voice recorded let us hear when first signs of trouble appear. An in flight fire. Pilots tear through checklists trying to determine the nature and source of the fire and extinguish it. Those popping circuit breakers the flight engineer mentionned pooped before the fire was burning through the electrical wires they were connected to. This wasn't just a cigarette smoke triggering smoke alarm. This was fast becoming an inferno. The fire had taken hold in the main deck cargo area just behind the passengers. They had to extinguish it fast. If they had any chance to make it out alive they had to act now. But after tripping dozen of circuits breakers, the fire's next victim was the wires connected to the cockpit voice recorder 2 possible scenarios. Tape recording from tower radio at Mauritius Pilots were about 200 miles from Mauritius descending rapidly to 14 000 feet. It showed the plane made its way into the ocean before the fire started. So the captain's voice recorder recorded the outbreak of the fire about 200 miles from Mauritius. After wires for voice recorder were reached by the fire, they contacted the tower air control. But there is still issue about that discussion about dinner. Pilots didn't eat dinner just before beginning their descent. Yet it appears the fire began just as the pilots were eating their dinner. So 2 possibilities : the fire conversation has the fire starting here but the air traffic control recording puts the fire here. It seems obvious that the fire must have broken out somewhere close to Mauritius. He declared emergency here, not to controllers in Thailand.
Normally once a fire begins, pilots have 20 minutes before their plane get consumed entirely by flames. If the fire broke out while the plane was close to Asia, then the plane would have attempted to divert somewhere close to Thailand or Malaysia.
Plane SNAPS in half over the ocean | The REAL story of South African 295
Boeing 747, 140 passengers, a suffocating smoke. South African Airways Flight 295 tried to land on an island in the middle of ocean after a fire broke out. It was on November 27th 1988. 140 passengers and 19 crew members on board, gonig from Taipei, Taiwan to Johannesburg in South Africa with a stopover in Mauritius. 10 hours long flight. To this day there is still part of mystery about what happened. This plane combined both passengers and cargo on the same deck. The front 2 thirds was used to carry passengers while the rear third was used for the cargo. Majority of passengers were South African returning home with some Japanese, Taiwanese as well as a few passengers from Europe and Australia. Captain was David Ice, 49 years old former air force pilot with nearly 14 000 hours of flight experience. He would face one of his worst nightmares, something he quietly concerned for years. David Hamilton was the first officer, 36 years old with 7 000 hours of total flight experience. And like the captain, about 4 000 hours of flight experiences on the 747. Then a flight engineer, the 45 years old Giuseppe Belagarda. 2 more crew ready to take over during the long cruise over the ocean, the 37 years old pilot Jeffrey Virtual and 34 years old flight engineer Alan George Daniel. Some restrictions due to political context in the 1980s would play a crucial part of one of the possible scenarios. Above the south China sea the flight reached its cruising altitude. The pilots continued along the planned route making routine position reports to air traffic controllers. in Hong Kong, Bangkok, Kuala Kumpur. Pilot then also made a routine call to radio station operated by South African Airways all the way over in Johannesburg. The station was known as Zur. In a coutry where country's political situation made it difficult to operate internationally, this radio was crucial. South African Airways was one of the 2 airlines in the world with such services, the other being British Airways.
Something unusual happened, paving the way for a sinister interpretation of events. Flight will not crash in the next 30 minutes but instead travel 8 hours traversing southern Indian ocean. Why is there a discussion about dinner on the cockpit voice recorder which took place near the beginning of the flight, hours before plane declared emlergency to Mauritius air traffic control. Voice recorded let us hear when first signs of trouble appear. An in flight fire. Pilots tear through checklists trying to determine the nature and source of the fire and extinguish it. Those popping circuit breakers the flight engineer mentionned pooped before the fire was burning through the electrical wires they were connected to. This wasn't just a cigarette smoke triggering smoke alarm. This was fast becoming an inferno. The fire had taken hold in the main deck cargo area just behind the passengers. They had to extinguish it fast. If they had any chance to make it out alive they had to act now. But after tripping dozen of circuits breakers, the fire's next victim was the wires connected to the cockpit voice recorder 2 possible scenarios. Tape recording from tower radio at Mauritius Pilots were about 200 miles from Mauritius descending rapidly to 14 000 feet. It showed the plane made its way into the ocean before the fire started. So the captain's voice recorder recorded the outbreak of the fire about 200 miles from Mauritius. After wires for voice recorder were reached by the fire, they contacted the tower air control. But there is still issue about that discussion about dinner. Pilots didn't eat dinner just before beginning their descent. Yet it appears the fire began just as the pilots were eating their dinner. So 2 possibilities : the fire conversation has the fire starting here but the air traffic control recording puts the fire here. It seems obvious that the fire must have broken out somewhere close to Mauritius. He declared emergency here, not to controllers in Thailand.
Normally once a fire begins, pilots have 20 minutes before their plane get consumed entirely by flames. If the fire broke out while the plane was close to Asia, then the plane would have attempted to divert somewhere close to Thailand or Malaysia.
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LOST at sea?? | The INSANE story of Flight 782
146 passengers were on board of the Boeing 737 over Java sea in February 11, 2006. 146 passengers and 6 crew members boarded at Jakarta, Indonesie, to go to Sultan Hasanuddin international airport. The pilot was 41 years old guy with over 7 500 hours of flight including over 1 700 hours on the B737 He flew this route many times before. First officer was 33 years old guy with 2 800 flight hours including 800 on B737. First link of the chain of event leading to that appeared on the ground. During pre flight checks pilots discovered there was a fault with one of the plane's navigation systems. One of its 2 inertial reference units which keep track of the plane's position as it flies failed. This plane was 19 years old at that point. Maintanance decided that the quickest solution was to swap out the faulty unit for the woking one. Pilots then tested both units on the ground and they appeared to be working Normally these kind of issues are not uncommon and on this aircraft alone maintainance engineers logged 18 problems with the plant's inertial reference system. The budget airline was growing quickly. It was taking major shortcuts in the unkeep of its aircraft. It was a matter of time before one of these shortcuts had deadly consequences. Faulty unit navigation is replaced. In aviation routes consist of waypoints connected by airways which are basically roads in the sky. All passenger aircrafts since the 1980s developed this and pilots programmed their route into this computer at the start of the flight and autopilot follows it. In the 737 300, the flight management system or FMS is told its position by one of its inertial reference units. On this morning the FMS was being told where it was by the leftand inertial reference unit or IRU1. This was the one that had been working, not the one that had been replaced. 3 flight attendants were in the flight. The plane climbed over Java and everything was fine during the first minutes.
Autopilot followed the route on flight management computer represented by the magenta line. This map makes navigation more intuitive than in previous eras when needles and dials were used. This map doesn't use GPS to tell planes position and weather. GPS began being added to passenger aircrafts in the 1990s but it really became a standard in the 2010s. Position information was derived mainly from the aircraft's inertial interference units which we mentioned earlier. Reference units use gyroscopes which are spun up at the start of the flight while the plane is stationary at the gate in different directions as the plane starts moving. They are not as accurate as GPS but still precise enough for navigation and they are entirely self contained : no satellite,s, radio signals and magnets, just a fast spinning mass detecting the plane's movements as it flies and displaying it on the map. As pilots monitored the flight's progress they were looking at calculations of the IRU which were simply displayed in electronic map format. However the IRU wasn't the only source of position. The plane's computers also turned into nearby radio beacons and factored in their direction and distance to help calculate the aircraft position in addition to information from the IRU. Having multiple sources of information like this allows the computer calculating aircraft position with precision After reaching cruising altitude, pilot asked their traffic control for a shortcut by routing direct to a waypoint called SIPUT they would be able to cut some intermediate waypoints out and save some time on route.. Control tower cleared them here and the first officer usef his FMC to send the plane to it. As they left Jakarta air space the pilot contacted Bal Air traffic control. They would be in Bali for a few minutes before being transferred to Padang control, the final onroad control ebfore descending into their destination.
FMC switched from IRU1 to IRU2 so the plane was getting information from the unit that wasn't working and that the engineers installed back on the ground. Testing it on the ground this IRU appeared to be normal. But it began to drift, providing FMC with false information so the plane began a right hand turn barely perceptible. Navigation display showed it was going to straight line. Caution message appeared on computer saying IRS nav only, meaning the plane was getting his position entirely from the inertial reference unit, not from any radio beacons on the ground. IRS or initial reference system. Pilots weren't alarmed because it meant the plane was out of range of any radio beacons Pilots began briefing the arrival Weather reports said that the sky was clear of clouds and that visibility was good. When the first officer radioed the new controller he got his second shortcut of the day. He was cleared directly to the massar VOR which is the radio beacon at the airport itself. The first officer programmed the waypoint into the flight manager computer and set the plane on its new course. But with aircraft's information coming from the faulty IRU, the navigation display showed destination as being striaght ahead roughly east of the aircraft. In fact the plane was still turning to the south. Controllers had a system called Route Adherence Monitoring designed to alert the pilots whether the flight was deviated from its planned route by more than 10 miles. But the warning had been incorrectly set to trigger not at 10 miles but 20 miles and the flight didn't reach that distance yet. Focusing on other aircraft they didn't notice the plane slipping off course. Meanwhile flight attendant came for her quizz with the captain. During the 15 minutes in the cockpit, she noticed something the pilots hadn't. The sun was off the left hand side of the aircraft. If they were reaching their destination, the sun should be in front of them directly.
But she didn't question the pilots because they probably knew what they were doing. At least she thought. On the ground, radar target of this flight splitted into 2. The actual target showed that the flight was deviating The other radar target however, the one with all the plane's information showed that the plane progressed normally. The second target was not the reallocation of the plane. Rather it was where the plane should have been. Target was represented by a square rather than a circle so the controller should have known that this target was false. But the controllers didn't receivethe required trainingand didn't inquire about the plane's actual position. Regardless there was a chance the controller would find what was going on as soon the plane reached the 20 miles deviation limit, triggering the controller's alerting system. As the plane went further off track it started to dip in and out of rafar coverage. Nobody was meant to be in this airzone. So when trigger was activated, the plane already slipped outside of the radar, flickering on and off for a few minutes, being picked up and lost again before dropping off completly. Pilots monitored waht they believed to be in the flight's normal progress When a plane goes off track, it's essential for the pilot to determine its position as quickly as possible because the speed of the jet aircraft travel at even a few minutes of going off course can bring the aircraft dozens of miles away Every minute, the aircraft went off course by 13 km. The pilots didn't even knew they were lost when they started their descent. It was in fact a high traffic zone and mid air collision was now a new risk added off captain's right hand side, a mount mountain but there were no moutains on their route normally. Nothing on the map matched what they saw outside. The inop flag appeared on the instrument wasn't work or the beacon was out of range.
Pilots noticed they deviated 45 minutes after they started doing it. They were 300 km off course. Autopilot then disengaged. Pilots began searching the cockpit for any clue on what was happening. They turned their head on the magnetic compass, the oldest instrument on the cockpit. This is a magnet suspended in fluid. No electronic, no gyroscope, and no outside influence with the Earth's magnetic field. According to it they were on a heading of 230 degrees. Instead of heading east they were heading straight southwest now. Reaching the air traffic control, no response because they wenre't only out of reach of the radio beacon but also they were out of range of air traffic. Controllers searching the plane were just as lost. Pilots trying to call nearby aircrafts on radio. The pilots of one of the aircraft, a republic Express Airways flight said that they could see flight 782 on their ticas, the airbone collision avoidance system showing to pilots the position of other nearby aircraft. In fact the aircraft in question was a 737, and it was hundreds of kilometers away from their own flight. Flight was so far that it would take 6 planes to relay their radio message to air traffic control. And they needed to find a way before running out of fuel. Then when plane descent below 16 000 feet, the first officer's instruments went blank as if things couldn't get worse. No primary and navigation flight display. No speed, altitude, direction, orientation and position, only his smaller standby instruments while the captain kept flying the plane manually. Dodgy radio, autopilot tripping off, blank screens and failing navigation instruments, they had to find what was the link between all of these events. Captain followed steps in the manual, taking notes of the heading displayed on the magnetic compass and insert it into flight management computer.
LOST at sea?? | The INSANE story of Flight 782
146 passengers were on board of the Boeing 737 over Java sea in February 11, 2006. 146 passengers and 6 crew members boarded at Jakarta, Indonesie, to go to Sultan Hasanuddin international airport. The pilot was 41 years old guy with over 7 500 hours of flight including over 1 700 hours on the B737 He flew this route many times before. First officer was 33 years old guy with 2 800 flight hours including 800 on B737. First link of the chain of event leading to that appeared on the ground. During pre flight checks pilots discovered there was a fault with one of the plane's navigation systems. One of its 2 inertial reference units which keep track of the plane's position as it flies failed. This plane was 19 years old at that point. Maintanance decided that the quickest solution was to swap out the faulty unit for the woking one. Pilots then tested both units on the ground and they appeared to be working Normally these kind of issues are not uncommon and on this aircraft alone maintainance engineers logged 18 problems with the plant's inertial reference system. The budget airline was growing quickly. It was taking major shortcuts in the unkeep of its aircraft. It was a matter of time before one of these shortcuts had deadly consequences. Faulty unit navigation is replaced. In aviation routes consist of waypoints connected by airways which are basically roads in the sky. All passenger aircrafts since the 1980s developed this and pilots programmed their route into this computer at the start of the flight and autopilot follows it. In the 737 300, the flight management system or FMS is told its position by one of its inertial reference units. On this morning the FMS was being told where it was by the leftand inertial reference unit or IRU1. This was the one that had been working, not the one that had been replaced. 3 flight attendants were in the flight. The plane climbed over Java and everything was fine during the first minutes.
Autopilot followed the route on flight management computer represented by the magenta line. This map makes navigation more intuitive than in previous eras when needles and dials were used. This map doesn't use GPS to tell planes position and weather. GPS began being added to passenger aircrafts in the 1990s but it really became a standard in the 2010s. Position information was derived mainly from the aircraft's inertial interference units which we mentioned earlier. Reference units use gyroscopes which are spun up at the start of the flight while the plane is stationary at the gate in different directions as the plane starts moving. They are not as accurate as GPS but still precise enough for navigation and they are entirely self contained : no satellite,s, radio signals and magnets, just a fast spinning mass detecting the plane's movements as it flies and displaying it on the map. As pilots monitored the flight's progress they were looking at calculations of the IRU which were simply displayed in electronic map format. However the IRU wasn't the only source of position. The plane's computers also turned into nearby radio beacons and factored in their direction and distance to help calculate the aircraft position in addition to information from the IRU. Having multiple sources of information like this allows the computer calculating aircraft position with precision After reaching cruising altitude, pilot asked their traffic control for a shortcut by routing direct to a waypoint called SIPUT they would be able to cut some intermediate waypoints out and save some time on route.. Control tower cleared them here and the first officer usef his FMC to send the plane to it. As they left Jakarta air space the pilot contacted Bal Air traffic control. They would be in Bali for a few minutes before being transferred to Padang control, the final onroad control ebfore descending into their destination.
FMC switched from IRU1 to IRU2 so the plane was getting information from the unit that wasn't working and that the engineers installed back on the ground. Testing it on the ground this IRU appeared to be normal. But it began to drift, providing FMC with false information so the plane began a right hand turn barely perceptible. Navigation display showed it was going to straight line. Caution message appeared on computer saying IRS nav only, meaning the plane was getting his position entirely from the inertial reference unit, not from any radio beacons on the ground. IRS or initial reference system. Pilots weren't alarmed because it meant the plane was out of range of any radio beacons Pilots began briefing the arrival Weather reports said that the sky was clear of clouds and that visibility was good. When the first officer radioed the new controller he got his second shortcut of the day. He was cleared directly to the massar VOR which is the radio beacon at the airport itself. The first officer programmed the waypoint into the flight manager computer and set the plane on its new course. But with aircraft's information coming from the faulty IRU, the navigation display showed destination as being striaght ahead roughly east of the aircraft. In fact the plane was still turning to the south. Controllers had a system called Route Adherence Monitoring designed to alert the pilots whether the flight was deviated from its planned route by more than 10 miles. But the warning had been incorrectly set to trigger not at 10 miles but 20 miles and the flight didn't reach that distance yet. Focusing on other aircraft they didn't notice the plane slipping off course. Meanwhile flight attendant came for her quizz with the captain. During the 15 minutes in the cockpit, she noticed something the pilots hadn't. The sun was off the left hand side of the aircraft. If they were reaching their destination, the sun should be in front of them directly.
But she didn't question the pilots because they probably knew what they were doing. At least she thought. On the ground, radar target of this flight splitted into 2. The actual target showed that the flight was deviating The other radar target however, the one with all the plane's information showed that the plane progressed normally. The second target was not the reallocation of the plane. Rather it was where the plane should have been. Target was represented by a square rather than a circle so the controller should have known that this target was false. But the controllers didn't receivethe required trainingand didn't inquire about the plane's actual position. Regardless there was a chance the controller would find what was going on as soon the plane reached the 20 miles deviation limit, triggering the controller's alerting system. As the plane went further off track it started to dip in and out of rafar coverage. Nobody was meant to be in this airzone. So when trigger was activated, the plane already slipped outside of the radar, flickering on and off for a few minutes, being picked up and lost again before dropping off completly. Pilots monitored waht they believed to be in the flight's normal progress When a plane goes off track, it's essential for the pilot to determine its position as quickly as possible because the speed of the jet aircraft travel at even a few minutes of going off course can bring the aircraft dozens of miles away Every minute, the aircraft went off course by 13 km. The pilots didn't even knew they were lost when they started their descent. It was in fact a high traffic zone and mid air collision was now a new risk added off captain's right hand side, a mount mountain but there were no moutains on their route normally. Nothing on the map matched what they saw outside. The inop flag appeared on the instrument wasn't work or the beacon was out of range.
Pilots noticed they deviated 45 minutes after they started doing it. They were 300 km off course. Autopilot then disengaged. Pilots began searching the cockpit for any clue on what was happening. They turned their head on the magnetic compass, the oldest instrument on the cockpit. This is a magnet suspended in fluid. No electronic, no gyroscope, and no outside influence with the Earth's magnetic field. According to it they were on a heading of 230 degrees. Instead of heading east they were heading straight southwest now. Reaching the air traffic control, no response because they wenre't only out of reach of the radio beacon but also they were out of range of air traffic. Controllers searching the plane were just as lost. Pilots trying to call nearby aircrafts on radio. The pilots of one of the aircraft, a republic Express Airways flight said that they could see flight 782 on their ticas, the airbone collision avoidance system showing to pilots the position of other nearby aircraft. In fact the aircraft in question was a 737, and it was hundreds of kilometers away from their own flight. Flight was so far that it would take 6 planes to relay their radio message to air traffic control. And they needed to find a way before running out of fuel. Then when plane descent below 16 000 feet, the first officer's instruments went blank as if things couldn't get worse. No primary and navigation flight display. No speed, altitude, direction, orientation and position, only his smaller standby instruments while the captain kept flying the plane manually. Dodgy radio, autopilot tripping off, blank screens and failing navigation instruments, they had to find what was the link between all of these events. Captain followed steps in the manual, taking notes of the heading displayed on the magnetic compass and insert it into flight management computer.
Post.
The idea was that the plane was so badly lost having built a picture of where it was based on incorrect data from the faulty IRU that the only salvation could be from inputting data from the much more basic instrument of the magnetic compass. When he entered the informations, the plane's instruments still disagreed. Checklist said that if the pilots were unable to enter the plane's heading into the flight management computer, they should use the keyboard on the overhead panel to enter it directly into the inertial reference system. But pilots didn't do this, overwhelmed by instruments failure and confusion. Right side of inertial reference unti was not working as indicated by the light above pilots heads illuminating, coming from the IRU 2 fault light. The one that lit up on the ground back at Jakarta. Pilots would need to switch back to the left hand one. It would transfer all the plane's navigation system into the functioning inertial system. After after switching, teh magnetic compass and the navigation display disagreed about which direction the plane was pointing. At least moving the switch made the first officer's instruments flickered back. According the first officer's display, the plane was just a few miles from the radar beacon, heading straight for it. A glance out of the window disconfirmed this prospect. The plane was nowhere here. The pilot had to reconfigure the navigation equipment but it was unsuccessfull. Looking at their charts they tried to contact other air traffic control centers near. Checking radio frequencies for airport on MKS island on which Makassar was situated, was 500 km to the north and none of the airports was even close to the range. To try to fix the problem maybe turning into these beaconsthey would figure where they were and get back on track. They checked their map and picked out radio beacons along the airway.
They tuned the frequencies of these beacons into the navigation radios and watched their instruments closely. But the neddles never came to life. The aircraft was too far away from any of these beacons to pick them up. 1 hour of fuel left only. They had to find a runway and get down but on these densely forrested terrains and mountainous zones, it was not easy. Ditching his plane on sea was very risky but soon it was becomign the only choice. But the first officer then noticed a strip of concrete. It was a short runway. Withotu knowing the radio frequency of any control tower, without knowing which airport charts to look at, pilots just had to hope the runway would be enough. Unfortunatly the airport they were approaching was not meant to take Boeing 737s, only small regional jets. As the most experienced pilot, the first officer carried out the landing. When touching down the runway, the captain applied the brakes, gradually bringing the aircraft to a stop. Everyone on the board survived the ordeal. He landed on Tambokala airport all the south south on the island of Sumba. The reason why the inertial reference system swtiched over to the faulty unit was never determined. Deep issues of Adam Air had been festering for years. They found glaring deficiencies in how the airline maintained the aircraft with repeated problems going unchecked and limited maintainance actions in many cases about resetting circuit breakers, cleaning electrical connections, swapping out different components. Problems were tolerated. The organization was corrupted to the core. 1 year after the incident, a differen Adam Air 737 crashed into the Massakar straight, killing all 102 people on board. It was the Adam Air Flight 574.
FALLING at 12,000 feet per minute | Indonesia Air Asia flight 8501
In the early morning of December 28th, 2014, 156 passengers boarded an Airbus A320 operating as Indonesia Air Asia flight 8501 at Juanda, international airport in Surabaya, Indonesia. They were bound for Singapore's Changi airport. Majority of passengers were Indonesians, + 3 South Koreans, a Malaysian, a Singaporean and a passenger from the United Kingdom. Iriyanto was the captain of the flight, 53 years old with over 20 000 flight hours, including a quarter on the A320. He began his career on the Indonesian Air Force having flown as a fighter pilot from 1983 until 1993. He then worked as a flight instructor and had flown several airlines before joining Indonesia Air Asia a few years previously. Remi Emmanuel Plesel was the first officer, a 46 years old french national who originally worked as an engineer in Paris before becoming a pilot at the age of 44, fulfilling his childhood dream. Indonesia Air Asia was the first airline he worked for an since he joined in 2012,a ccumulated over 2 000 hours of flight time. A fault deep in the aircraft electronic began to stir as they were ready for departure. It reared on several previous flights without serious issue but this time, it would combine with a perfect storm of human error, training deficiency and miscommunication, resulting in the loss of everyone on board. Before departure, the pilots discussed the weather enroute. Their route over the Java sea was flanked by thunderstorms and it was clear that they would spend much of the flight dodging these as they made their way towardd Singapore.None of the 162 passengers on board would reach Singapore. The aircraft reached its cruising altitude of 32 000 feet. Due to the enormous clouds in the area and the outside temperature of - 62 degrees Celcius, there was a risk of ice accumulating on the aircraft. First officer asked the captain to turn on the anti ice system so the plane remains flyable in these conditions.
The plane approached an area of thunderstorms which they would soon need to navigate around. The master caution light illuminated in the cockpit, accompanied by a warning message on the ECAM or electronic centralized aircraft monitor. It reads auto flight rudder travel limiter system. Following standard procedure, the first officer called out ECAM action, whicih involved the pilots following the checklist which appeared on the ECAm to solve the issue. The rudder travel limiter is a device limiting the movement of the rudder in the tail of the aircraft as it goes faster. For the same reason you wouldn't turn your car's steering wheel at 90 degrees while speeding down a motorway, you wouldn't want an aircraft's rudder to reach maximum deflection while travelling at cruising speed. The ECAM was alerting the pilots to the fact that there was a fault with this system and advising them to reset the computers responsible for it, which are known as FAC 1 and FAC 2, FAC stands for flight augmentation computer. FAC 1 and 2 make up as a vital part of the Airbus A320s flight computersas they are responsible for important functions like generating windshear alerts, stall warnings, controlling rudder imputs, and calculating various airspeeds which are critical to the normal operation of the aircraft. The pilots carried out the ECAM actions and reset these computers at one time, using the pusbuttons on the overhead panel. Both computers then began functionning as normal again. Pilots turned attention on weather radar on navigation display seeing a big storm ahead of them and on the right. Captain radioed air traffic control and asked to deviate 15 miles to the left of their planned route to avoid this. Thunderstorms are dangerous for aircrafts : lightning, ice, hail and severe turbulence. Pilots are taught early on to give them a wide berth Air traffic control approved this course change and the first officer turned the aircraft left by a few degrees.
The first officer then conducted the cruise crew briefing, where the pilots discussed what they would do if an engine failed, or if they needed to initiate an emergency descen. From their present position they decided that Semarang, back in Indonesia, would be their alternate airport in such a situation. They wer einterrupted again by the master caution warning chime. Same warning appeared for the second time on the ECAM, auto flight rudder travel limited system. Pilots followed ECAM actions, resetting the computers again one at a time. Once again the systems returned to normal functioning. 2 minutes later the captain radioed air traffic control asking to climb to 38 000 feet from their current altitude of 32 000 feet. It was to climb above the storm as he could see on his radar weather that at their present altitude, much of the sky was blanketed by convective activity. Controller asked pilot to standby as there were other aircraft in this area which was above the flight. Again master caution chime sounded and ECAM noticed that the rudder traval limiter system had again failed. Once again the pilots followed procedures, resetting FAC 1 and 2 and once again the system returned normal to functioning. This warning apeared and reappeared on this aircraft for months. Generally it only took place once every few flights it was maybe the first time it happened so many times during a single flight. Usually pilots followed ECAM actions end engineers reset computers once the aircraft was back on the ground. Less than 1 minute later the warning reappeared and the pilots reset it again. Shortly after this, Jakarta air traffic control cleared the pilots to climb to 34 000 feet but the pilots didn't respond.
The idea was that the plane was so badly lost having built a picture of where it was based on incorrect data from the faulty IRU that the only salvation could be from inputting data from the much more basic instrument of the magnetic compass. When he entered the informations, the plane's instruments still disagreed. Checklist said that if the pilots were unable to enter the plane's heading into the flight management computer, they should use the keyboard on the overhead panel to enter it directly into the inertial reference system. But pilots didn't do this, overwhelmed by instruments failure and confusion. Right side of inertial reference unti was not working as indicated by the light above pilots heads illuminating, coming from the IRU 2 fault light. The one that lit up on the ground back at Jakarta. Pilots would need to switch back to the left hand one. It would transfer all the plane's navigation system into the functioning inertial system. After after switching, teh magnetic compass and the navigation display disagreed about which direction the plane was pointing. At least moving the switch made the first officer's instruments flickered back. According the first officer's display, the plane was just a few miles from the radar beacon, heading straight for it. A glance out of the window disconfirmed this prospect. The plane was nowhere here. The pilot had to reconfigure the navigation equipment but it was unsuccessfull. Looking at their charts they tried to contact other air traffic control centers near. Checking radio frequencies for airport on MKS island on which Makassar was situated, was 500 km to the north and none of the airports was even close to the range. To try to fix the problem maybe turning into these beaconsthey would figure where they were and get back on track. They checked their map and picked out radio beacons along the airway.
They tuned the frequencies of these beacons into the navigation radios and watched their instruments closely. But the neddles never came to life. The aircraft was too far away from any of these beacons to pick them up. 1 hour of fuel left only. They had to find a runway and get down but on these densely forrested terrains and mountainous zones, it was not easy. Ditching his plane on sea was very risky but soon it was becomign the only choice. But the first officer then noticed a strip of concrete. It was a short runway. Withotu knowing the radio frequency of any control tower, without knowing which airport charts to look at, pilots just had to hope the runway would be enough. Unfortunatly the airport they were approaching was not meant to take Boeing 737s, only small regional jets. As the most experienced pilot, the first officer carried out the landing. When touching down the runway, the captain applied the brakes, gradually bringing the aircraft to a stop. Everyone on the board survived the ordeal. He landed on Tambokala airport all the south south on the island of Sumba. The reason why the inertial reference system swtiched over to the faulty unit was never determined. Deep issues of Adam Air had been festering for years. They found glaring deficiencies in how the airline maintained the aircraft with repeated problems going unchecked and limited maintainance actions in many cases about resetting circuit breakers, cleaning electrical connections, swapping out different components. Problems were tolerated. The organization was corrupted to the core. 1 year after the incident, a differen Adam Air 737 crashed into the Massakar straight, killing all 102 people on board. It was the Adam Air Flight 574.
FALLING at 12,000 feet per minute | Indonesia Air Asia flight 8501
In the early morning of December 28th, 2014, 156 passengers boarded an Airbus A320 operating as Indonesia Air Asia flight 8501 at Juanda, international airport in Surabaya, Indonesia. They were bound for Singapore's Changi airport. Majority of passengers were Indonesians, + 3 South Koreans, a Malaysian, a Singaporean and a passenger from the United Kingdom. Iriyanto was the captain of the flight, 53 years old with over 20 000 flight hours, including a quarter on the A320. He began his career on the Indonesian Air Force having flown as a fighter pilot from 1983 until 1993. He then worked as a flight instructor and had flown several airlines before joining Indonesia Air Asia a few years previously. Remi Emmanuel Plesel was the first officer, a 46 years old french national who originally worked as an engineer in Paris before becoming a pilot at the age of 44, fulfilling his childhood dream. Indonesia Air Asia was the first airline he worked for an since he joined in 2012,a ccumulated over 2 000 hours of flight time. A fault deep in the aircraft electronic began to stir as they were ready for departure. It reared on several previous flights without serious issue but this time, it would combine with a perfect storm of human error, training deficiency and miscommunication, resulting in the loss of everyone on board. Before departure, the pilots discussed the weather enroute. Their route over the Java sea was flanked by thunderstorms and it was clear that they would spend much of the flight dodging these as they made their way towardd Singapore.None of the 162 passengers on board would reach Singapore. The aircraft reached its cruising altitude of 32 000 feet. Due to the enormous clouds in the area and the outside temperature of - 62 degrees Celcius, there was a risk of ice accumulating on the aircraft. First officer asked the captain to turn on the anti ice system so the plane remains flyable in these conditions.
The plane approached an area of thunderstorms which they would soon need to navigate around. The master caution light illuminated in the cockpit, accompanied by a warning message on the ECAM or electronic centralized aircraft monitor. It reads auto flight rudder travel limiter system. Following standard procedure, the first officer called out ECAM action, whicih involved the pilots following the checklist which appeared on the ECAm to solve the issue. The rudder travel limiter is a device limiting the movement of the rudder in the tail of the aircraft as it goes faster. For the same reason you wouldn't turn your car's steering wheel at 90 degrees while speeding down a motorway, you wouldn't want an aircraft's rudder to reach maximum deflection while travelling at cruising speed. The ECAM was alerting the pilots to the fact that there was a fault with this system and advising them to reset the computers responsible for it, which are known as FAC 1 and FAC 2, FAC stands for flight augmentation computer. FAC 1 and 2 make up as a vital part of the Airbus A320s flight computersas they are responsible for important functions like generating windshear alerts, stall warnings, controlling rudder imputs, and calculating various airspeeds which are critical to the normal operation of the aircraft. The pilots carried out the ECAM actions and reset these computers at one time, using the pusbuttons on the overhead panel. Both computers then began functionning as normal again. Pilots turned attention on weather radar on navigation display seeing a big storm ahead of them and on the right. Captain radioed air traffic control and asked to deviate 15 miles to the left of their planned route to avoid this. Thunderstorms are dangerous for aircrafts : lightning, ice, hail and severe turbulence. Pilots are taught early on to give them a wide berth Air traffic control approved this course change and the first officer turned the aircraft left by a few degrees.
The first officer then conducted the cruise crew briefing, where the pilots discussed what they would do if an engine failed, or if they needed to initiate an emergency descen. From their present position they decided that Semarang, back in Indonesia, would be their alternate airport in such a situation. They wer einterrupted again by the master caution warning chime. Same warning appeared for the second time on the ECAM, auto flight rudder travel limited system. Pilots followed ECAM actions, resetting the computers again one at a time. Once again the systems returned to normal functioning. 2 minutes later the captain radioed air traffic control asking to climb to 38 000 feet from their current altitude of 32 000 feet. It was to climb above the storm as he could see on his radar weather that at their present altitude, much of the sky was blanketed by convective activity. Controller asked pilot to standby as there were other aircraft in this area which was above the flight. Again master caution chime sounded and ECAM noticed that the rudder traval limiter system had again failed. Once again the pilots followed procedures, resetting FAC 1 and 2 and once again the system returned normal to functioning. This warning apeared and reappeared on this aircraft for months. Generally it only took place once every few flights it was maybe the first time it happened so many times during a single flight. Usually pilots followed ECAM actions end engineers reset computers once the aircraft was back on the ground. Less than 1 minute later the warning reappeared and the pilots reset it again. Shortly after this, Jakarta air traffic control cleared the pilots to climb to 34 000 feet but the pilots didn't respond.
Post.
The controller repeated the clearance and called the flight several times but never received an answer. Meanwhile in the cockpit, ECAM warning reappeared again. Captain had enough and didn't want to spend this flight resetting the flight computers augmentation with a technic that wasn't working. A few days before the flight he saw a groud engineer pull the circuit breakers for the flight augmentation computers to resolve the problem while the aircraft was parked. He figured incorrectly that this would be ok to do in the air as well. He left his seat and located the circuit breakers responsible for the flight augmentation computers. The FAC 1 circuit breaker wsa above his seat while FAC 2 circuit breaker was behind the first officer One after the other, he pulled the circuit breakers. Things went wrong from this point. Autopilot disengaged, warning sounded in the cockpit as both autopilot and autothrottles disconnected. Aircraft had gone into " alternate law " in Airbus terminology. It lost a number of computerised protections aimed at keeping the aircrafwithin safe limits. First officer was now flying manually at 32 000 feet with a more promite suite of automated protection behind him. In term of automation available, pilots were just threw back a few decades earlier so it was still flyable. Still after FACs were disconnected, the aircraft started a steep bak to the left. Without the flight augmentation computer to compensate for a tilting tendency in the rudder it was able to freely swing 2 degrees to the left, causing the aircraft to continue banking for 9 seconds until the first officer noticed what was going on. Angle reached 54 degrees. He tried to put it back level but for some reason he did more than just bring the aircraft back level flight. He began pulling up on the sidestick bringing the aircraft into a rocketing climb. Aircraft was now climbing at over 11 000 feet per minute, 5 times faster than it typically would at this altitude.
Partially disoriented from his rapid turn to the right probably,t he first officer began allowing the aircraft to bank left again. The plane banked left and as it climbed, began to lose speed rapidly. Captain noticed and urged the first officer to pull down. But sidestick was either be pushed down or pulled u. Command pull down is contradictory So first officer kept pulling up. At 38 500 feet, its speed was so low it entered in an aerodynamic stall The aircraft dropped like a stone. Captain used his sidestick to wrestle back control of the aircraft. However he was not trained to carry out the appropriate recovery procedures in the Airbus A320 The captain correctly tried to recover by pushing his sidestick forwards. He was trying to push the nose into the dive to restore the flow of air over the wings. Meanwhile the first officer was doing the opposite. Rather than pitching the aircraft nose down into the dive, he continude pulling back in a reflexive effort to get the aircraft climb. 2 pilots control were averaged out by the aircraft's software, meaning that neither pilot was fully in control of the aircraft Under normal circumstances when both pilots are using their sidesticks at the same time, an aural warning blares at the cockpit saying " dual input ". However that was drowned ou by the more urgent stall warning. Aircraft descended 12 000 feet epr minute, 4 times faster than under normal circumstances. As it mushed donw though the air, the wings were rendered ineffective. If the pilots couldn't get the nose pointed down into the oncoming air there would be no saving the aircraft. With first officer still pulling back on his sidestick, this was not going to happen. Nose pintched down at 10 degrees above the horizon. At a point the captain switched the instrument supplying him with the airspeed information to a different source, hoping this would make the speed on display look more normal.
The incredibly low speed he was seeing was indeed the real speed. At a vertical speed of 8 000 feet per minute, the aircraft slammed into tje Java sea. All 162 people on board perished instantlty. Pilots didn't broadcast any distress signal so at first the accident reason was a total mystery. Suspicions fell on the weather and conditions along the route was perilous. When the aircraft was located 2 weeks after the crash, the data recover and the cockpit voice recorder were recovered. Watching data recorder readouts unfold, the listened to the cockpit voice recorder. Pilots responded to a warning flight augmentation computers in a nonstand way, namely by pulling the circuit breakers, causing autopilot to disengage which was followed by bizarre maneuver from first officer which put the aircraft into an aerodynamic stall which the pilots were unable to recover from. After the captain pulled the circuit breakers, the aircraft was not yet in a life threatening situation. Why did first officer pull the nose of the aircraft up into a climb which he robably knew would lead to a stall? Why did the pilots couldn't recover from this condution? For the second question, they were never trained to. Airbus had deemed that this trianing, known as upset recovering and prevention training was not necessary on the A320. Reasoning was that the level of automation of the aircraft was supposed to prevent pilots from getting into a situation where they would need to use such training. Obviously this training became mandatory on A320 after that just like on the Boeing 737 and other aircraft. But even without the training the pilots should have been able to recover the aircraft. Captain did well by ushing the nose forward into the dive but made an error by failing to notify the first officer that he was taking over with the standard callout " I have control ". However he used the take over pushbutton on his sidestick which should achieve the same purpose.
But he only did this for a few short seconds, rather than 40 seconds required to transfer control from one sidestick to the other. First officer responded to the left blank the way he did probably because he was so startled upon noticing the unusual position of the plane that he responded not with his training but pure insintct. Captain's confusing order to pull down added to the confusing action. Between the moment the circuits breakers were pulled and the crash, there were only 3 minutes and a half. Better teamwork in the cockpit was focused on by report advises. Report also recommended air Asia to enforce strict adherence to standard operating procedures at all stages of flight in both normal and emergency situations. As for the original source of the fault message that appeared on the ECAM, investigators recovered the computers responsible for this from the wreckage. They found that there was a cracked solder joint in part of one of tha aircraft's onboard computers, leading to intermittent loss of electrical supply to FAC 1 and FAC 2, leading to them needing to reset. Final report also made recommandations to Air Asia in maitainance department aimed at ensuring that in the future, reoccuring technical issues are investigated more thoroughly.
The controller repeated the clearance and called the flight several times but never received an answer. Meanwhile in the cockpit, ECAM warning reappeared again. Captain had enough and didn't want to spend this flight resetting the flight computers augmentation with a technic that wasn't working. A few days before the flight he saw a groud engineer pull the circuit breakers for the flight augmentation computers to resolve the problem while the aircraft was parked. He figured incorrectly that this would be ok to do in the air as well. He left his seat and located the circuit breakers responsible for the flight augmentation computers. The FAC 1 circuit breaker wsa above his seat while FAC 2 circuit breaker was behind the first officer One after the other, he pulled the circuit breakers. Things went wrong from this point. Autopilot disengaged, warning sounded in the cockpit as both autopilot and autothrottles disconnected. Aircraft had gone into " alternate law " in Airbus terminology. It lost a number of computerised protections aimed at keeping the aircrafwithin safe limits. First officer was now flying manually at 32 000 feet with a more promite suite of automated protection behind him. In term of automation available, pilots were just threw back a few decades earlier so it was still flyable. Still after FACs were disconnected, the aircraft started a steep bak to the left. Without the flight augmentation computer to compensate for a tilting tendency in the rudder it was able to freely swing 2 degrees to the left, causing the aircraft to continue banking for 9 seconds until the first officer noticed what was going on. Angle reached 54 degrees. He tried to put it back level but for some reason he did more than just bring the aircraft back level flight. He began pulling up on the sidestick bringing the aircraft into a rocketing climb. Aircraft was now climbing at over 11 000 feet per minute, 5 times faster than it typically would at this altitude.
Partially disoriented from his rapid turn to the right probably,t he first officer began allowing the aircraft to bank left again. The plane banked left and as it climbed, began to lose speed rapidly. Captain noticed and urged the first officer to pull down. But sidestick was either be pushed down or pulled u. Command pull down is contradictory So first officer kept pulling up. At 38 500 feet, its speed was so low it entered in an aerodynamic stall The aircraft dropped like a stone. Captain used his sidestick to wrestle back control of the aircraft. However he was not trained to carry out the appropriate recovery procedures in the Airbus A320 The captain correctly tried to recover by pushing his sidestick forwards. He was trying to push the nose into the dive to restore the flow of air over the wings. Meanwhile the first officer was doing the opposite. Rather than pitching the aircraft nose down into the dive, he continude pulling back in a reflexive effort to get the aircraft climb. 2 pilots control were averaged out by the aircraft's software, meaning that neither pilot was fully in control of the aircraft Under normal circumstances when both pilots are using their sidesticks at the same time, an aural warning blares at the cockpit saying " dual input ". However that was drowned ou by the more urgent stall warning. Aircraft descended 12 000 feet epr minute, 4 times faster than under normal circumstances. As it mushed donw though the air, the wings were rendered ineffective. If the pilots couldn't get the nose pointed down into the oncoming air there would be no saving the aircraft. With first officer still pulling back on his sidestick, this was not going to happen. Nose pintched down at 10 degrees above the horizon. At a point the captain switched the instrument supplying him with the airspeed information to a different source, hoping this would make the speed on display look more normal.
The incredibly low speed he was seeing was indeed the real speed. At a vertical speed of 8 000 feet per minute, the aircraft slammed into tje Java sea. All 162 people on board perished instantlty. Pilots didn't broadcast any distress signal so at first the accident reason was a total mystery. Suspicions fell on the weather and conditions along the route was perilous. When the aircraft was located 2 weeks after the crash, the data recover and the cockpit voice recorder were recovered. Watching data recorder readouts unfold, the listened to the cockpit voice recorder. Pilots responded to a warning flight augmentation computers in a nonstand way, namely by pulling the circuit breakers, causing autopilot to disengage which was followed by bizarre maneuver from first officer which put the aircraft into an aerodynamic stall which the pilots were unable to recover from. After the captain pulled the circuit breakers, the aircraft was not yet in a life threatening situation. Why did first officer pull the nose of the aircraft up into a climb which he robably knew would lead to a stall? Why did the pilots couldn't recover from this condution? For the second question, they were never trained to. Airbus had deemed that this trianing, known as upset recovering and prevention training was not necessary on the A320. Reasoning was that the level of automation of the aircraft was supposed to prevent pilots from getting into a situation where they would need to use such training. Obviously this training became mandatory on A320 after that just like on the Boeing 737 and other aircraft. But even without the training the pilots should have been able to recover the aircraft. Captain did well by ushing the nose forward into the dive but made an error by failing to notify the first officer that he was taking over with the standard callout " I have control ". However he used the take over pushbutton on his sidestick which should achieve the same purpose.
But he only did this for a few short seconds, rather than 40 seconds required to transfer control from one sidestick to the other. First officer responded to the left blank the way he did probably because he was so startled upon noticing the unusual position of the plane that he responded not with his training but pure insintct. Captain's confusing order to pull down added to the confusing action. Between the moment the circuits breakers were pulled and the crash, there were only 3 minutes and a half. Better teamwork in the cockpit was focused on by report advises. Report also recommended air Asia to enforce strict adherence to standard operating procedures at all stages of flight in both normal and emergency situations. As for the original source of the fault message that appeared on the ECAM, investigators recovered the computers responsible for this from the wreckage. They found that there was a cracked solder joint in part of one of tha aircraft's onboard computers, leading to intermittent loss of electrical supply to FAC 1 and FAC 2, leading to them needing to reset. Final report also made recommandations to Air Asia in maitainance department aimed at ensuring that in the future, reoccuring technical issues are investigated more thoroughly.
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https://fr.wikipedia.org/[...]ki/Vol_China_Airlines_642 Into the Unknown | What Happened With Flight 642?
China Airlines Flight 642 is approaching Hong Kong International Airport, facing the harsh conditions of typhoon Sam. Strong winds and heavy rain hit the MD-11 as it continues to descend. It was August 22, 1999. Chine Airlines Flight 642 prepared for a flight from Bangkok to Taipei with a stop in Hong Kong. Aircraft is a McDonnell Douglas MD 11 built in 1992, equipped with 3 powerful engines. It previously flew under Mandarin Airlines The aircraft experienced 2 hard landings in the past, the first one in February 1995 causing damage to parts of the nose gear which were repaired and repaired after another hard landing. After 1997, a throrough inspection found no further issues. At the time of this flight the MD 11 was functionning well. On board, 300 passengers and 15 crew members, same crew who flown the outbound trip from Taipei to Bangkok the previous day, stopping in Hong Kong where they already encountered early effects of tropical storms. In mid August, area of circulation over the Philippine Sea developed into a tropical storm Sam which intensified into a typhoon as it approached the Chinese coasts. On the day of flight the typhoon approached Hong Kong with record rainfall and intense winds over 616 mm of rain falling, the highest recorded back then since 1884 with gusts reaching 35 knots near the international airport. Updated weather repors confirmed the storm intensifying presence near Hong Kong. High crosswinds, severe turbulences and low visibility were expected. Given circumstances, the captain decided to load extra fuel, providing the flexibility to circle in a holding pattern attempt to go around or even divert directly to Taipei if necessary. With added fuel, the flight was estimated to land just over 200 kg under the aircraft's maximum allowable landing weight. This near limit weight provided additional stability but required a higher approach speed if the crew completed a successfull landing on the first attempt.
Tug pushed the aircraft back from gate and once the push was completed, final system checks were done. In command, Gerardo Lettich, 57 years old italian with 17 900 flight hours including 3 260 MD 11 hours. He previously flown for an European international airline before joining China Airlines in 1997. The first officer was Lui Cheng Hsi, aged of 36, a taiwanese, with 4 630 flight hours in total, including 2 780 flight hours just in MD 11. He had been in China Airlines since 1989. Though automatic terminal information service, the crew monitored the information about conditions worsening near Hong Kong. Atis is continuous rboadcast providing up to date information on weather active runaways. It alllows the pilots to stay informed withotu contacting the air traffic control directly. With worsening conditions ahead, the crew requested a course adjustment which was approved by Air TraffiC Control, assigning a new heading to help them steer around the storm. As they navigate around the turbulent zone, the captain begins briefing for an approach to runaway 25 left wihch the latest 8s update confirmed as the active runway. The aircraft cleared the most turbulent zone and air control directed them toward the Waypoint mango As they descended, rain and wind intensified, prompting the crew to active the aircraft's anti ice system to prevent ice build up on critical surfaces like wings and engines. The crew extended the slats and then set the flaps to 15. ILS or instrument landing system is a precision radio navigation system that provides short range guidance to aircraft during their approach to a runway. Although it can be used in any weather it's especially valuable in poor weather or low visibility conditions such as those caused by a tropical storm. The ILS works via 2 types of radio signals : the localizer and the glide slope.
China Airlines Flight 642 is approaching Hong Kong International Airport, facing the harsh conditions of typhoon Sam. Strong winds and heavy rain hit the MD-11 as it continues to descend. It was August 22, 1999. Chine Airlines Flight 642 prepared for a flight from Bangkok to Taipei with a stop in Hong Kong. Aircraft is a McDonnell Douglas MD 11 built in 1992, equipped with 3 powerful engines. It previously flew under Mandarin Airlines The aircraft experienced 2 hard landings in the past, the first one in February 1995 causing damage to parts of the nose gear which were repaired and repaired after another hard landing. After 1997, a throrough inspection found no further issues. At the time of this flight the MD 11 was functionning well. On board, 300 passengers and 15 crew members, same crew who flown the outbound trip from Taipei to Bangkok the previous day, stopping in Hong Kong where they already encountered early effects of tropical storms. In mid August, area of circulation over the Philippine Sea developed into a tropical storm Sam which intensified into a typhoon as it approached the Chinese coasts. On the day of flight the typhoon approached Hong Kong with record rainfall and intense winds over 616 mm of rain falling, the highest recorded back then since 1884 with gusts reaching 35 knots near the international airport. Updated weather repors confirmed the storm intensifying presence near Hong Kong. High crosswinds, severe turbulences and low visibility were expected. Given circumstances, the captain decided to load extra fuel, providing the flexibility to circle in a holding pattern attempt to go around or even divert directly to Taipei if necessary. With added fuel, the flight was estimated to land just over 200 kg under the aircraft's maximum allowable landing weight. This near limit weight provided additional stability but required a higher approach speed if the crew completed a successfull landing on the first attempt.
Tug pushed the aircraft back from gate and once the push was completed, final system checks were done. In command, Gerardo Lettich, 57 years old italian with 17 900 flight hours including 3 260 MD 11 hours. He previously flown for an European international airline before joining China Airlines in 1997. The first officer was Lui Cheng Hsi, aged of 36, a taiwanese, with 4 630 flight hours in total, including 2 780 flight hours just in MD 11. He had been in China Airlines since 1989. Though automatic terminal information service, the crew monitored the information about conditions worsening near Hong Kong. Atis is continuous rboadcast providing up to date information on weather active runaways. It alllows the pilots to stay informed withotu contacting the air traffic control directly. With worsening conditions ahead, the crew requested a course adjustment which was approved by Air TraffiC Control, assigning a new heading to help them steer around the storm. As they navigate around the turbulent zone, the captain begins briefing for an approach to runaway 25 left wihch the latest 8s update confirmed as the active runway. The aircraft cleared the most turbulent zone and air control directed them toward the Waypoint mango As they descended, rain and wind intensified, prompting the crew to active the aircraft's anti ice system to prevent ice build up on critical surfaces like wings and engines. The crew extended the slats and then set the flaps to 15. ILS or instrument landing system is a precision radio navigation system that provides short range guidance to aircraft during their approach to a runway. Although it can be used in any weather it's especially valuable in poor weather or low visibility conditions such as those caused by a tropical storm. The ILS works via 2 types of radio signals : the localizer and the glide slope.
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Invisible Threat Destroyed the Engines | The Story of Flight 780
On April 10th 2010, Cathay Pacific Flight 780 is in its descent, flying on just one functioning engine when an 'Engine 1 Stall' message appears on the ECAM. Things have gone from bad to worse as they've lost their last functioning engine, which they relied on to reach Hong Kong. Their situation became an emergency, and the cockpit workload increased significantly. The crew declared a MAYDAY, advising Hong Kong Approach of the double engine stall situation. Crew prepared its journey from Juanda, international airport to Hong Kong international airport in China. Aircraft is an Airbus 330 with 2 Rolls Royce engines. No abnormality during pre flight check in the walk around inspection. Fueling dispenser operator was conducting a water check on the fuel sample. Fuel sample in the braker was clear and bright and the water check was clean. But during refueling, there were several occasions where vibrations in the fueling hose occured. Operator considered the vibrations due to air trapped inside the hydrant piping which had been disturbed by recent extension work. He stopped the resume each time to half the vibrations then resumed the process afterward. However the vibrations were a warning sign of a more grave issue. The refueling truck pumps fuel from undergrouns tanks through a filter on the truck and into the aircraft, saltwater had inadvertently entered the fuel supply, degrading the superabsorbent polymer filters or sap filters. These filters are designed to remove water from the fuel but when exposed to salt water, they break down releasing small sap particles in into the fuel system. These particles didn't cause immediate visible issues and thus were not detected during routine checks. However these particles were ticking time bombs that would cause enormous problems during the flight. The aircraft had approximatly 10 000 kg of fuel remaining from the previous flight and an additional 24 400 kg was loaded as planned.
309 passengers boarded and the crew consisted of 2 pilots and 11 cabin crews. Malcom Waters, 35 years old, had over 7 000 flight hours including including 3 500 A330 hours. First officer was David Hayhoe, 37 years old with just over 4 000 flight hours including 1 000 on the A330. His previous experience was on the Australian Air Forces where he served for 11 years. A few minutes after take off, pilots noticed abnormal engine pressure ratios on both engines with engine number 2 experiencing more severe fluctuations than engine number 1. Engine pressure ratio or EPR, measures engine's efficiency by comparing the pressure of the exhaust gases to the pressure of the air entering the engine. Abnormal fluctuations in EPR indicate instability in this ratio, suggesting engine performance issues. 1 hour after take off, cruising at over 39 000 feet of altitude, the electronic centralized aircraft monitoring system or ecam displayed an error message, alerting the crew to contorl system fault in engine 2,t eh right side engine. Following initial check and troubleshooting, a second message appeared, indicating that engine 2 was responding slower than expected to throttle imputs. This can be caused by various issues such as fuel system problems, obstruction of the air intake system, mechanical issues or sensor malfunctions. Maintainance control was contacted to discuss the fluctuations. Maintainance engineer asked the pilots to move the thrust levers and observe how the engines responded. EPR was still fluctuating. However the other engine's parameters were normal so the crew decided to continue to flight until Hong Kong. As they descent to 38 000 feet, the engine 2's control system warning reappeared on the ecam. Along with the engine 2 slow response warning, and a warning advising pilots to avoid rapid thrust changes, the pilots turned on the engine anti ice system to see if this would fix the EPR abnormal readings but it didn't affect the fluctuations.
Informing the maintainance engineer, the engineer responded, suggesting that the epr fluctuations in engine 1 could be cause by the flight's compiuter. attempting to adjust for the irregularities in engine 2. He instructed the crew to monitor parameters, carefully avoid rapid thrust changes, follow the flight crew operating manual or fcom procedures if any exceedances occured, also mentionning that the fuel metering unit in engine 2 would be replaced upon arrival. The crew accepted the explanation and continued the flight. For the next 2 hours, the problem was getting worse without the pilots realizing it. The aircraft descended in Hong Kong airport when the captain heard a pop sound followed by a sharp ozone and burning smell. Multiple errors are displayed in ecam throughout a short period, indicating that engine 1 was also malfunctionning while the second message signified an engine compressor stall, a potential severe engine problem. An engine compressor stall is a condition where the air flow through the compressor stage of a jet engine is disrupted, resulting in a sudden loss of compression pressure. This can lead to decreased thrusts, abnormal vibrations and sometimes loud bangs, or explosion like noises The crew movezd the number 2's engine thrust lever to the minimum thrust setting position. They then set number 1 engine to maximum continuous thrust to compensate for the low thrust ofthe number 2 engine. However, engine number 1's N1, the speed of the engine's low pressure compressor, a key indicator of the engine power, only temporarily increased to about 57% before dropping back to about 37%. Engine number 2 was dead while engine number 1 ran too slowly.
The crew promptly declared a pan pan to Hong Kong air traffic control, requesting to shorten their track for a priority landing. Permission was granted to proceed directly to Waypoint lines In response, air traffic controller alerted the airport fire contingent by declaring a local standby ensuring emergency services were on high alert. Procedures for one engine operative scenarios, the captain took control of the aircraft as the pilot flying, and the co pilot became the pilot monitoring. Cabin crew was instructed to prepare the cabin, and captain also communicated with inflight service manager, informing them about issues on engine number 2 and that ATC granted them a priority landing. Situation was still manageable until engine 1 stall message appeared. Situation turned into absolute emergency and the cockpit workload increased significantly. The crew issued a mayday. The captain disconnected autopilot and the flight directors. He flew the aircraft manually. Thrust for engine 1 was reduced to isle position. Auto thrust was disengaged. Captains tested their control ability by adjusting the throttle for each engine one at a time. No thrust changes correspodned to the adjustments. Sap particles released due to the degradation of the filters when exposed to saltwater clogged the main metering valve. This valve is crucial for regulating the fuel flow to the engines. It consists of a piston that slides within a cylinder. When pilots adjust the thrust levers, the thrust increases or decreases fuel flow to the A330s turbofan engines. However during the flight the valve was not responding to the commands because it was clogged with sap particles preventing it from moving as required and disrupting the fuel flow to the engines. Fearing a loss of electrical power if both engines failed, the flight crew selected the auxiliary power unit to on, and switched the engine start selector to ignition. The captian then moved the thrust levers agian to test the engines responses.
The N1 speed of engine 1 eventually increased to about 74% with the thrust lever in the climb detend position while engine 2 remained below idle speed. ATC made both runaways available for landing. The crew carried out the all engine flameout fuel remaining checklist from the quick reference handbook for engine 2 in an attempt to clear the thrust control fault. The ram air turbine was manually deployed and the Apu Bleed was selected to go on and the number 2 engine master switch was put set to off and then on. However engine 2 remained at sub idle speed. The crew then set the flaps to 1, attempting to decrease the speed for landing by reducing the thrust on engine 1. However there was no corresponding decrease in its speed. Engine kept running as if the thrust was still set for climbing but it wasn't. They were now flying away too fast for a normal landing, creating a very dangerous situation.The captain then publicly announced to the passengers that there was a problem with the engines, requesting to remain seated and following directions from the cabin crew. High drake services such as speed breaks and landing gear were deployed but due to the high thrust of engine 1, they would be landing at high speed. Aircraft flowed in zigzag pattern to gain additional time to slow down but the speed still remained high. Overspeed signal was warning. At 900 feet the crew stowed the speed brakes even though these were to prevent the speed from increasing further, they were too dangerous to leave extended any longer. Crew put flaps to 2 but flashing F relief message was displayedon the engine, warning display as the flaps were extended to an 8 degrees position isntead of the command 14 degrees position. The beeped warnings added to the tense atmosphere as they were landing. Immediatly after both gears hit the runaway, the right main gear bounced, causing the aircraft to briefly become airborne again.
The plane rolled 7 degrees, pitched won again during which the lower cowling of engine 1 scrapped the runway surface. Spoilers deployed automatically maximum manual braking was applied. Both engine thrust reversers were selected but only the thrust reverser for engine 1 deployed successfully. Just past taxiway A 10, t
Invisible Threat Destroyed the Engines | The Story of Flight 780
On April 10th 2010, Cathay Pacific Flight 780 is in its descent, flying on just one functioning engine when an 'Engine 1 Stall' message appears on the ECAM. Things have gone from bad to worse as they've lost their last functioning engine, which they relied on to reach Hong Kong. Their situation became an emergency, and the cockpit workload increased significantly. The crew declared a MAYDAY, advising Hong Kong Approach of the double engine stall situation. Crew prepared its journey from Juanda, international airport to Hong Kong international airport in China. Aircraft is an Airbus 330 with 2 Rolls Royce engines. No abnormality during pre flight check in the walk around inspection. Fueling dispenser operator was conducting a water check on the fuel sample. Fuel sample in the braker was clear and bright and the water check was clean. But during refueling, there were several occasions where vibrations in the fueling hose occured. Operator considered the vibrations due to air trapped inside the hydrant piping which had been disturbed by recent extension work. He stopped the resume each time to half the vibrations then resumed the process afterward. However the vibrations were a warning sign of a more grave issue. The refueling truck pumps fuel from undergrouns tanks through a filter on the truck and into the aircraft, saltwater had inadvertently entered the fuel supply, degrading the superabsorbent polymer filters or sap filters. These filters are designed to remove water from the fuel but when exposed to salt water, they break down releasing small sap particles in into the fuel system. These particles didn't cause immediate visible issues and thus were not detected during routine checks. However these particles were ticking time bombs that would cause enormous problems during the flight. The aircraft had approximatly 10 000 kg of fuel remaining from the previous flight and an additional 24 400 kg was loaded as planned.
309 passengers boarded and the crew consisted of 2 pilots and 11 cabin crews. Malcom Waters, 35 years old, had over 7 000 flight hours including including 3 500 A330 hours. First officer was David Hayhoe, 37 years old with just over 4 000 flight hours including 1 000 on the A330. His previous experience was on the Australian Air Forces where he served for 11 years. A few minutes after take off, pilots noticed abnormal engine pressure ratios on both engines with engine number 2 experiencing more severe fluctuations than engine number 1. Engine pressure ratio or EPR, measures engine's efficiency by comparing the pressure of the exhaust gases to the pressure of the air entering the engine. Abnormal fluctuations in EPR indicate instability in this ratio, suggesting engine performance issues. 1 hour after take off, cruising at over 39 000 feet of altitude, the electronic centralized aircraft monitoring system or ecam displayed an error message, alerting the crew to contorl system fault in engine 2,t eh right side engine. Following initial check and troubleshooting, a second message appeared, indicating that engine 2 was responding slower than expected to throttle imputs. This can be caused by various issues such as fuel system problems, obstruction of the air intake system, mechanical issues or sensor malfunctions. Maintainance control was contacted to discuss the fluctuations. Maintainance engineer asked the pilots to move the thrust levers and observe how the engines responded. EPR was still fluctuating. However the other engine's parameters were normal so the crew decided to continue to flight until Hong Kong. As they descent to 38 000 feet, the engine 2's control system warning reappeared on the ecam. Along with the engine 2 slow response warning, and a warning advising pilots to avoid rapid thrust changes, the pilots turned on the engine anti ice system to see if this would fix the EPR abnormal readings but it didn't affect the fluctuations.
Informing the maintainance engineer, the engineer responded, suggesting that the epr fluctuations in engine 1 could be cause by the flight's compiuter. attempting to adjust for the irregularities in engine 2. He instructed the crew to monitor parameters, carefully avoid rapid thrust changes, follow the flight crew operating manual or fcom procedures if any exceedances occured, also mentionning that the fuel metering unit in engine 2 would be replaced upon arrival. The crew accepted the explanation and continued the flight. For the next 2 hours, the problem was getting worse without the pilots realizing it. The aircraft descended in Hong Kong airport when the captain heard a pop sound followed by a sharp ozone and burning smell. Multiple errors are displayed in ecam throughout a short period, indicating that engine 1 was also malfunctionning while the second message signified an engine compressor stall, a potential severe engine problem. An engine compressor stall is a condition where the air flow through the compressor stage of a jet engine is disrupted, resulting in a sudden loss of compression pressure. This can lead to decreased thrusts, abnormal vibrations and sometimes loud bangs, or explosion like noises The crew movezd the number 2's engine thrust lever to the minimum thrust setting position. They then set number 1 engine to maximum continuous thrust to compensate for the low thrust ofthe number 2 engine. However, engine number 1's N1, the speed of the engine's low pressure compressor, a key indicator of the engine power, only temporarily increased to about 57% before dropping back to about 37%. Engine number 2 was dead while engine number 1 ran too slowly.
The crew promptly declared a pan pan to Hong Kong air traffic control, requesting to shorten their track for a priority landing. Permission was granted to proceed directly to Waypoint lines In response, air traffic controller alerted the airport fire contingent by declaring a local standby ensuring emergency services were on high alert. Procedures for one engine operative scenarios, the captain took control of the aircraft as the pilot flying, and the co pilot became the pilot monitoring. Cabin crew was instructed to prepare the cabin, and captain also communicated with inflight service manager, informing them about issues on engine number 2 and that ATC granted them a priority landing. Situation was still manageable until engine 1 stall message appeared. Situation turned into absolute emergency and the cockpit workload increased significantly. The crew issued a mayday. The captain disconnected autopilot and the flight directors. He flew the aircraft manually. Thrust for engine 1 was reduced to isle position. Auto thrust was disengaged. Captains tested their control ability by adjusting the throttle for each engine one at a time. No thrust changes correspodned to the adjustments. Sap particles released due to the degradation of the filters when exposed to saltwater clogged the main metering valve. This valve is crucial for regulating the fuel flow to the engines. It consists of a piston that slides within a cylinder. When pilots adjust the thrust levers, the thrust increases or decreases fuel flow to the A330s turbofan engines. However during the flight the valve was not responding to the commands because it was clogged with sap particles preventing it from moving as required and disrupting the fuel flow to the engines. Fearing a loss of electrical power if both engines failed, the flight crew selected the auxiliary power unit to on, and switched the engine start selector to ignition. The captian then moved the thrust levers agian to test the engines responses.
The N1 speed of engine 1 eventually increased to about 74% with the thrust lever in the climb detend position while engine 2 remained below idle speed. ATC made both runaways available for landing. The crew carried out the all engine flameout fuel remaining checklist from the quick reference handbook for engine 2 in an attempt to clear the thrust control fault. The ram air turbine was manually deployed and the Apu Bleed was selected to go on and the number 2 engine master switch was put set to off and then on. However engine 2 remained at sub idle speed. The crew then set the flaps to 1, attempting to decrease the speed for landing by reducing the thrust on engine 1. However there was no corresponding decrease in its speed. Engine kept running as if the thrust was still set for climbing but it wasn't. They were now flying away too fast for a normal landing, creating a very dangerous situation.The captain then publicly announced to the passengers that there was a problem with the engines, requesting to remain seated and following directions from the cabin crew. High drake services such as speed breaks and landing gear were deployed but due to the high thrust of engine 1, they would be landing at high speed. Aircraft flowed in zigzag pattern to gain additional time to slow down but the speed still remained high. Overspeed signal was warning. At 900 feet the crew stowed the speed brakes even though these were to prevent the speed from increasing further, they were too dangerous to leave extended any longer. Crew put flaps to 2 but flashing F relief message was displayedon the engine, warning display as the flaps were extended to an 8 degrees position isntead of the command 14 degrees position. The beeped warnings added to the tense atmosphere as they were landing. Immediatly after both gears hit the runaway, the right main gear bounced, causing the aircraft to briefly become airborne again.
The plane rolled 7 degrees, pitched won again during which the lower cowling of engine 1 scrapped the runway surface. Spoilers deployed automatically maximum manual braking was applied. Both engine thrust reversers were selected but only the thrust reverser for engine 1 deployed successfully. Just past taxiway A 10, t
Dans le doute
J'aimerais bien te faire un cunni mais je ne peux pas sortir avec du rouge à lèvre en boite
Brisé par un tomboy
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Two Disasters At Los Angeles International Airport | Mayday: Air Disaster
A Boeing 737 exploded in flames upon landing. US airflight 1493 cruises towards Los Angeles international airport. Captain is Colin Shaw. David Kelly is first officer. 89 passengers on the board. In this airport a plane arrives or departs on average every 50 seconds. 4 runways and a lot of taxiways. The airport can be a maze for pilots following instructions issued by controllers. Elliot Brandt is the clearance delivery controller. It's job is to issue the roots of flight and flight plans to the pilots as they come of the computer, a flight strip is printed out so you get a piece of paper with the call sign type aircraft route of flight. 4 other controllers 3 ground controllers who handle planes moving between the gates and the runways, and 2 local controllers responsible for planes taking off and landing. Controller being busy with the airport, the 1493 flight, 6 km from the airport, still doesn't get the okay to land. Sometimes due to priorities taking place, an aircraft moght not get a landing clearance until short final, basically around 1 minute before landing. US Air 737 barely touches the ground that it erupts in flames. Toxic smoke fills the cabin as some passengers rush to a door at the rear of Rosa Roso is the first emergency responder to arrive The fire engulfed the doors so some of the people that were fine jumped out of the plane. The fire fighters discovered a propeller down. It implied that 2 planes were down. It was Skywest 5569. There were 12 on board. None survived. On the larger plane, 20 are dead, 2 are mortally wounded. First officer Kelly survived but captain Shaw didn't. In the years before the crash, increasing traffic was becoming a safety concern at the Los Angeles international airport. 33 near collisions over the last 4 years happened before this accident, 1 every 1 month and a half on average.
Unmasking the Factors Behind Korean Airlines Flight 801's Guam Catastrophe
Nimitz Hill, Guam. On August 6th, 1997, Korean Airlines Flight 801 was on his way to Guam From Seoul. Park Young Shol, 42 years old captain, a former Korean air force pilot A few months ago he received a safety award from the president of Korean Air for succefully landing a 747 engine failure at low altitude. On August 6th he was supposed to fly United Arab Emirates but a change of schedule put him in command for this shorter flight to Guam. In the cabin, Korean Japanese and Western tourists head for Guam's pristine beaches. Guam is US territory ran under US law. The island is 600 square km. 24 years old Sean Burke and his girlfriend Wendy Bunton are among the passengers. They went in Guam for some scuba diving things and also visit her brother who was a navy doctor. Barry Small is returning to Guam from New Zealand. He was an helicopter pilot. Major turbulences occurred during the flight. Even Barry the helicopter pilot was surprised. August is the heart of the island's rainy season. It can make visibility unpredictable. They have a top hat thunderstorm, a small thunderstorm building up all times of the day, are short lived but can hamper visibility. Captain Park navigated Nimitz hill 9 times before. But this time, one difference. At airports pilots land with the help of a glide slope, an electronic system helping the plane to safely touch down. If pilots follow direction given by glide slope it guides them to the foot of runway. Glide slope beacon at airpot was removed for extensive maintainance. But that's only part of the problem. Captain Park fights the exhaustion. 237 passengers begin to preparing for the landing. An erratic storm pushes rain and clouds between the plane and the airport Captain wants a small change in course to avoid the worst of the weather. It's now hard to see. Air traffic controller Kurt Mayo reminds the crew that the airport's glide slope equipment is out of service. So it's not sending any signals.
But then unexpectedly the glide slope appears to come to life. A confusing moment as they prepare to land. As rain and clouds close it again they lose sight of the airport Then ground proximity warning signal tells the crew they are just 500 feet in the air. They still couldn't see the runway. Even at 200 feet above the ground they can't see the runway. Upon hitting the hill, the aircraft started to break apart. Rika Matsuda, an 11 year sold girl, survived miraculously. Her mother is trapped and injured. Barry is also injured. The fire went from the front to the back. Only 25 people managed to survive that. 26 at the beginning but one of them died from his injuries afterwards. Rika's mother tells her to get out of the burning plane. Chuck Sanchez is guam fire chief As they race to the scene, rescuers have an obstacle to pass, a major pipeline ripped out of the groud by the crash. Carl Guterrize, having heared about the crash joined the rescue team engine company. Almost an hour after the accident, the rescuers reach the site of the crash.The team combs through the wreckage when an explosion rips through the remains of the plane. They survived the explosion. The plane spilled down the mountain during the crash and broke into several large pieces. The plane landed 3 miles from the airport. Captain Park gave orders to descent long before they were supposed to do. That was his mistake. The sedatives the captain took could also have make the situation even worse. However the results lab say that there are no trace of them in Park's system. Greg Fife, lead investigator focuses on the captain's dicussion with of the glide slope. But why did the glide slope appeared to be working for captain at a point? They searched for potential military device that could have activate it on Guam. If there are spurious signals on the channel and they contain the right information they can cause intermittent movements of the glide slope needle.
Two Disasters At Los Angeles International Airport | Mayday: Air Disaster
A Boeing 737 exploded in flames upon landing. US airflight 1493 cruises towards Los Angeles international airport. Captain is Colin Shaw. David Kelly is first officer. 89 passengers on the board. In this airport a plane arrives or departs on average every 50 seconds. 4 runways and a lot of taxiways. The airport can be a maze for pilots following instructions issued by controllers. Elliot Brandt is the clearance delivery controller. It's job is to issue the roots of flight and flight plans to the pilots as they come of the computer, a flight strip is printed out so you get a piece of paper with the call sign type aircraft route of flight. 4 other controllers 3 ground controllers who handle planes moving between the gates and the runways, and 2 local controllers responsible for planes taking off and landing. Controller being busy with the airport, the 1493 flight, 6 km from the airport, still doesn't get the okay to land. Sometimes due to priorities taking place, an aircraft moght not get a landing clearance until short final, basically around 1 minute before landing. US Air 737 barely touches the ground that it erupts in flames. Toxic smoke fills the cabin as some passengers rush to a door at the rear of Rosa Roso is the first emergency responder to arrive The fire engulfed the doors so some of the people that were fine jumped out of the plane. The fire fighters discovered a propeller down. It implied that 2 planes were down. It was Skywest 5569. There were 12 on board. None survived. On the larger plane, 20 are dead, 2 are mortally wounded. First officer Kelly survived but captain Shaw didn't. In the years before the crash, increasing traffic was becoming a safety concern at the Los Angeles international airport. 33 near collisions over the last 4 years happened before this accident, 1 every 1 month and a half on average.
Unmasking the Factors Behind Korean Airlines Flight 801's Guam Catastrophe
Nimitz Hill, Guam. On August 6th, 1997, Korean Airlines Flight 801 was on his way to Guam From Seoul. Park Young Shol, 42 years old captain, a former Korean air force pilot A few months ago he received a safety award from the president of Korean Air for succefully landing a 747 engine failure at low altitude. On August 6th he was supposed to fly United Arab Emirates but a change of schedule put him in command for this shorter flight to Guam. In the cabin, Korean Japanese and Western tourists head for Guam's pristine beaches. Guam is US territory ran under US law. The island is 600 square km. 24 years old Sean Burke and his girlfriend Wendy Bunton are among the passengers. They went in Guam for some scuba diving things and also visit her brother who was a navy doctor. Barry Small is returning to Guam from New Zealand. He was an helicopter pilot. Major turbulences occurred during the flight. Even Barry the helicopter pilot was surprised. August is the heart of the island's rainy season. It can make visibility unpredictable. They have a top hat thunderstorm, a small thunderstorm building up all times of the day, are short lived but can hamper visibility. Captain Park navigated Nimitz hill 9 times before. But this time, one difference. At airports pilots land with the help of a glide slope, an electronic system helping the plane to safely touch down. If pilots follow direction given by glide slope it guides them to the foot of runway. Glide slope beacon at airpot was removed for extensive maintainance. But that's only part of the problem. Captain Park fights the exhaustion. 237 passengers begin to preparing for the landing. An erratic storm pushes rain and clouds between the plane and the airport Captain wants a small change in course to avoid the worst of the weather. It's now hard to see. Air traffic controller Kurt Mayo reminds the crew that the airport's glide slope equipment is out of service. So it's not sending any signals.
But then unexpectedly the glide slope appears to come to life. A confusing moment as they prepare to land. As rain and clouds close it again they lose sight of the airport Then ground proximity warning signal tells the crew they are just 500 feet in the air. They still couldn't see the runway. Even at 200 feet above the ground they can't see the runway. Upon hitting the hill, the aircraft started to break apart. Rika Matsuda, an 11 year sold girl, survived miraculously. Her mother is trapped and injured. Barry is also injured. The fire went from the front to the back. Only 25 people managed to survive that. 26 at the beginning but one of them died from his injuries afterwards. Rika's mother tells her to get out of the burning plane. Chuck Sanchez is guam fire chief As they race to the scene, rescuers have an obstacle to pass, a major pipeline ripped out of the groud by the crash. Carl Guterrize, having heared about the crash joined the rescue team engine company. Almost an hour after the accident, the rescuers reach the site of the crash.The team combs through the wreckage when an explosion rips through the remains of the plane. They survived the explosion. The plane spilled down the mountain during the crash and broke into several large pieces. The plane landed 3 miles from the airport. Captain Park gave orders to descent long before they were supposed to do. That was his mistake. The sedatives the captain took could also have make the situation even worse. However the results lab say that there are no trace of them in Park's system. Greg Fife, lead investigator focuses on the captain's dicussion with of the glide slope. But why did the glide slope appeared to be working for captain at a point? They searched for potential military device that could have activate it on Guam. If there are spurious signals on the channel and they contain the right information they can cause intermittent movements of the glide slope needle.
Post.
Worst video games.
In the void, the bottom of the iceberg, there are games like " fun ". The game takes us to a red environment and we get introduced to our character, he tells us a story saying that since he was young he always wanted to force himself upon people starting with all the girls at his own school and now his own mother. After reading his story you can drop into a long winding hole and at the bottom there is a real photo of a headless women with text overlaid on top of it, saying hello mum. Clicking the photo takes you into a room with the mother who looks to be decomposed already even though you can still talk to her, basically insult her before ordering her to do something that i can't describe. The game then cuts the decomposed mother laying on the floor with text, reading fuck me son. If you click on the mother, you are transported on what is called the pleasure room. Here you are given a choice. The game asks if you are a psychopath and if you want to see more. You have 2 options. If you click yes, inside the psycho room, some of the worst imagery possible. There is real gore of women in terrible scenarios Despite its terrible content, some people praises this game, saying they are having fun.
Sad satan - It's a video game that emerged from the depths of the internet, made famous for its disturbing content. It first appeared in 2015 on the youtube channel Obscure Horror Corner which some people think that they themselves created the game. The game itself is a first person game taking players through dark mazike corridors with minimalistic graphics. The game's environment is eerie and disorientating with a clear lack of objective or narrative. You encounter various disturbing audio clips like distorted screaming sounds, images that will suddently flash including references to historical events, disturbing imagery. An uncensored image of your PC backwards. The game is largely exploratory with players wandering though these unsettling corridors while being subjected to a series of audio, visual dissonances, disturbing content. The lack of context and explanation contributes for the game's mysterious and unsettling nature. The game was first discovered on the dark net, known for its anonymity and subsequent illicit activities. Some other versions of the game were even reported to contain even more illegal images and even malwares, making it more dangerous to download.
Uaclabs.wad - When Eric Harris was involved in the shooting in high school, one of the worst in history, some focuses on his favourite games, like Doom, which according to some might have inspired the attack. Harris didn't just enjoy playing Doom but also making custom maps for the game of which he made several with most of them being simply deathmatch maps meant to be enjoyed with a friend. Among the maps, one sticking out as particularly disturbing is Uaclabs.wad. It was made in 1996 which would be 3 years before the tragedy. It's said to be modeled after the high school itself. It's the only one of his maps that just enemies that try to fight you. You start outside a building only with a pistol and gradually move inside where you find a shotgun. Some say that the map was created so the 2 could strategize and plan out their attack more effectively though that's merely speculation. You can still find and even play most of Harris maps today. You can't play 3 of them, being thrasher, assualt and real doom since the FBI permanently scrubbed these maps from the internet and still no one knows why. Maybe these 3 maps harbored something every worse.
In the abyssal level : Demonophobia - It's a horror theme game known for its extreme content and controversial nature. Developed by someone known as Sakuma K, it's a Japanese freeware game that could be classified as survival horror. Demonophobia revolves about a youg girl named Xiaomou who finds herself trapped in a hellish otherworldly dimension fill with grotesque creatures and constant threats. The game's primary focus on survival with Xiaomou attempting to navigate through this terrifying environment where you can often see mutilated or hanging corpses as well as fleshy creatures composed of young women. The game is notorious for its graphic descriptions of violence and gore. The character can die in a multitude of ways, each one more gruesome than the lastw ith most of them including alien like monsters forcing themselves upon Xiaomou in different ways. And the deaths are depicted with detailed and explicit animaitons. The actual gameplay in demonophobia is a combination of puzzle solving exploration and trial and error, that even the puzzles aren't with the disgustingness as for instance, one requires Xiaomou to urinate at a certain time otherwise she will become infected and die. One of the distinctive features of the game is its high difficulty level. It provides little guidance, forcing players to often die, witness the animations and repeat the scenario. Zakum M developer released the game as freeware, marking it as available for download without charges. The game's development and release seem to have been a solo effort with little information regarding Sukuma's identify or motivations for creating the game. The game somewhat became a cult classic in certain circles particularly among fans of horror games and those interested in the far more extreme and obscure end of the spectrum.
Rapelay - One of the worst game ever. The game wasn't made by little indie dev or a guy from 4chan. This game was made by a proper game studio and was distributed and sold commercially for a number of years. It's developped by Japanese game developers illusion who are also the developers of sexy beach game. The game was released in 2006. It starts with our character Masaya Kimura being arrested for assaulting a women. Quickly released from custody, he seeks revenge on the women Aoi Kiryu who reported him. As the game progresses he decides to not only target the 17 years old Aoi but also her younger sister, 12 years Manaka Kiryu. The game plotline is told though a visual novel style format. However the most interactive scenes that the player controls are when things get much worse. After our character stalks Manaya into a train, the core gameplay starts. Using the mouse to simulate Kimura's hand you can move your mouse over different parts of the girl to get different reactions. The ultimate goal of the sequence is fill what is called the arousal meter on screen, which fills out depending on where you touch them. But somehow it gets worse because after cursor movement, they eventually lose their clothes. She will shamefully cover herself with her hands. The game follows the same loop of stalking and assaulting until you eventually corner and capture all 3 women. Once done, Kamura reveals his ultimate plan which is to make them all subservient to him. Despite the mother desperatly telling to spare her daughters, Kamura has 0 intention of releasing them.
The game has 2 equally strange endings, both resulting in Kimura's death. The black ending end with the character impregnating either one of the 3 and ultimatly deciding to keep the child. A few days later Kimura is at the subway's station where he falls onto the train tracks and hit by a moving train. The red ending, maybe even more weird results in the game showing a scene of Aoi using a knife to end Kimura's life. The game with her being questionned by the police for Kimura's death after she hysterically laughs after killing him.
Worst video games.
In the void, the bottom of the iceberg, there are games like " fun ". The game takes us to a red environment and we get introduced to our character, he tells us a story saying that since he was young he always wanted to force himself upon people starting with all the girls at his own school and now his own mother. After reading his story you can drop into a long winding hole and at the bottom there is a real photo of a headless women with text overlaid on top of it, saying hello mum. Clicking the photo takes you into a room with the mother who looks to be decomposed already even though you can still talk to her, basically insult her before ordering her to do something that i can't describe. The game then cuts the decomposed mother laying on the floor with text, reading fuck me son. If you click on the mother, you are transported on what is called the pleasure room. Here you are given a choice. The game asks if you are a psychopath and if you want to see more. You have 2 options. If you click yes, inside the psycho room, some of the worst imagery possible. There is real gore of women in terrible scenarios Despite its terrible content, some people praises this game, saying they are having fun.
Sad satan - It's a video game that emerged from the depths of the internet, made famous for its disturbing content. It first appeared in 2015 on the youtube channel Obscure Horror Corner which some people think that they themselves created the game. The game itself is a first person game taking players through dark mazike corridors with minimalistic graphics. The game's environment is eerie and disorientating with a clear lack of objective or narrative. You encounter various disturbing audio clips like distorted screaming sounds, images that will suddently flash including references to historical events, disturbing imagery. An uncensored image of your PC backwards. The game is largely exploratory with players wandering though these unsettling corridors while being subjected to a series of audio, visual dissonances, disturbing content. The lack of context and explanation contributes for the game's mysterious and unsettling nature. The game was first discovered on the dark net, known for its anonymity and subsequent illicit activities. Some other versions of the game were even reported to contain even more illegal images and even malwares, making it more dangerous to download.
Uaclabs.wad - When Eric Harris was involved in the shooting in high school, one of the worst in history, some focuses on his favourite games, like Doom, which according to some might have inspired the attack. Harris didn't just enjoy playing Doom but also making custom maps for the game of which he made several with most of them being simply deathmatch maps meant to be enjoyed with a friend. Among the maps, one sticking out as particularly disturbing is Uaclabs.wad. It was made in 1996 which would be 3 years before the tragedy. It's said to be modeled after the high school itself. It's the only one of his maps that just enemies that try to fight you. You start outside a building only with a pistol and gradually move inside where you find a shotgun. Some say that the map was created so the 2 could strategize and plan out their attack more effectively though that's merely speculation. You can still find and even play most of Harris maps today. You can't play 3 of them, being thrasher, assualt and real doom since the FBI permanently scrubbed these maps from the internet and still no one knows why. Maybe these 3 maps harbored something every worse.
In the abyssal level : Demonophobia - It's a horror theme game known for its extreme content and controversial nature. Developed by someone known as Sakuma K, it's a Japanese freeware game that could be classified as survival horror. Demonophobia revolves about a youg girl named Xiaomou who finds herself trapped in a hellish otherworldly dimension fill with grotesque creatures and constant threats. The game's primary focus on survival with Xiaomou attempting to navigate through this terrifying environment where you can often see mutilated or hanging corpses as well as fleshy creatures composed of young women. The game is notorious for its graphic descriptions of violence and gore. The character can die in a multitude of ways, each one more gruesome than the lastw ith most of them including alien like monsters forcing themselves upon Xiaomou in different ways. And the deaths are depicted with detailed and explicit animaitons. The actual gameplay in demonophobia is a combination of puzzle solving exploration and trial and error, that even the puzzles aren't with the disgustingness as for instance, one requires Xiaomou to urinate at a certain time otherwise she will become infected and die. One of the distinctive features of the game is its high difficulty level. It provides little guidance, forcing players to often die, witness the animations and repeat the scenario. Zakum M developer released the game as freeware, marking it as available for download without charges. The game's development and release seem to have been a solo effort with little information regarding Sukuma's identify or motivations for creating the game. The game somewhat became a cult classic in certain circles particularly among fans of horror games and those interested in the far more extreme and obscure end of the spectrum.
Rapelay - One of the worst game ever. The game wasn't made by little indie dev or a guy from 4chan. This game was made by a proper game studio and was distributed and sold commercially for a number of years. It's developped by Japanese game developers illusion who are also the developers of sexy beach game. The game was released in 2006. It starts with our character Masaya Kimura being arrested for assaulting a women. Quickly released from custody, he seeks revenge on the women Aoi Kiryu who reported him. As the game progresses he decides to not only target the 17 years old Aoi but also her younger sister, 12 years Manaka Kiryu. The game plotline is told though a visual novel style format. However the most interactive scenes that the player controls are when things get much worse. After our character stalks Manaya into a train, the core gameplay starts. Using the mouse to simulate Kimura's hand you can move your mouse over different parts of the girl to get different reactions. The ultimate goal of the sequence is fill what is called the arousal meter on screen, which fills out depending on where you touch them. But somehow it gets worse because after cursor movement, they eventually lose their clothes. She will shamefully cover herself with her hands. The game follows the same loop of stalking and assaulting until you eventually corner and capture all 3 women. Once done, Kamura reveals his ultimate plan which is to make them all subservient to him. Despite the mother desperatly telling to spare her daughters, Kamura has 0 intention of releasing them.
The game has 2 equally strange endings, both resulting in Kimura's death. The black ending end with the character impregnating either one of the 3 and ultimatly deciding to keep the child. A few days later Kimura is at the subway's station where he falls onto the train tracks and hit by a moving train. The red ending, maybe even more weird results in the game showing a scene of Aoi using a knife to end Kimura's life. The game with her being questionned by the police for Kimura's death after she hysterically laughs after killing him.
Post.
Splatter School -
-- 1000 FATHOMS -- Ethnic Cleansing 2002's ethnic cleansing was a game developed by the american white supremacists national alliance. It was created as a part of broader, ideological push by the group. The game was designed to be a provocative to generate shock and controversy while disseminating a racial supremacist message. The game in itsself is unremarkable in its mechanics and graphics. Rather it was the horrendous thematic context that made it infamous. The game is a first person shooter featuring 2 levels where the player either embidies a skinhead either a clansman. Task is to kill every stereotypical afro american, latino, even jewish enemies. The final boss is fictionalized version of Ariel Sharon, the then prime minister of Israel. Black characters were designed to resemble apes and emi monkey like sounds. When shot, jewish characters are clothed as orthodox jew and shoot ' oy vey ' The Mexican are also here with sentences like " I need to take a siesta now " after being shot. THe provocative content was a deliberate attempt to further propagate racial bias and racial hatred. William Pierce was the leader of NA. The game was launched on Martin Luther King's day on January 21st 2002 which was a calculated move intented to incite further controversy. It was sold for 14,88 dollars, 14 being the supremacist word slogan and 88 standing for HH which means Heil Hitler. Many organizations took issues with the game.
Euphoria - Euphoria is a japanese visual novel developed by clockup and released in 2011. It's an adult oriented game that blends psychological, horror, mystery an very explicit scenes. It sets up in a mysterious and closed environment where the main character, Keisuke, wakes up without any recollection of how he got here. He finds himself in a blank white room along with 6 women whom he recognizes as peers from his school. None of the wome are of age excluding Natsuki who is an English teacher. Euphoria primary involves reading texts and making choices that influence the direction of the story. Depending on decisions made by the player, these can lead to drastically different outcomes, some of which being very disturbing.The story starts with all the characters being confuse by the abnormal situation. A mysterious voice announces to them then that the game will begin. Characters must solve puzzles and make decisions to survive. Keisuke, the main character and only male in the group is named after the group's unlocker. He must select one of the women as his keyrole. One of the girls being Miyako isn't too excited about the idea and start to panic, causing the lights to be cut out by a mysterious game master. Once the blinding lights turn back, Miyako is strapped to an electric chair and is eliminated from the game. Our main character seem to enjoy the display and is more than ready to become the unlocker to one of his unwilling key holes. Euphoria was developed by Japanese game studio clockup, known for creating adult visual novels with dark and often controversial themes. The game was initially released in Japan and later transfered into english due to its popularity among visual novel enthusiasts. Euphoria has decent followings. Some fans appreciate its complex narrative. The developers clockup have other equally disturbing visual novels that have often seen praise for their writing in their fan circles.
177 - It's a Japanese video game that was released in 1986 by Macademia soft. It was named after the japanese legal code for doing a certain thing without the consent of the other person. The player controls a male character who pursuies a female character in order to assault her. The gameplay involves nagivating through various levels avoiding obstacles and other characters to catch the female character. The good ending is if the player catches the female character. The game will then play a graphic and explicit cut scene that has been the primary source of the game's controversy. After which you will see another scene of our character and the women married. The secon ending, or what people call the bad ending happens if you fail to catch the women before she reaches her house and gets you arrested. The game was criticized for promoting and trivializing sexual violence against women. It was seen as problematic not only for his graphic content but also for the way it objectified women and treated a serious crime as a form of entertainment. 177 was released when video game was still in its early stages of exploring adult themes. However the game crossed ethical boundaries byt centering its gameplay on a terrible act. It was later recorded and re released with slightly more conservatice scenes and gameplay.
Lolita Syndrome - Developed in Japan by Kutsumi Mizuki, an individual who was at the time an illustrator for children educational comics. Company Enix published the game which went on to become Square Enix, a massive game publishing company. It makes this more abhorrent. The game was the winner of Enix's second biannual game hobby programm contest and thus, was sponsored by them. Released in 1983, Lolita Syndrome tame takes place in a house called maison Lolita where underage girls or lollies run around the house without clothes and have to play a game which involves narrowly avoiding death. The player must solve puzzles in order to save the cartoon girls from their violent deaths and to get your reward, which is to see the cartoons without any clothes. The game was not originally advertised as containing gore and this element was only hinted at the game's packaging.
The game opens showing 5 doors of maison Lolita. Each game represents a mini game that you can take part in. In the first door, the buz saw room, a girl is strapped to a table, and a circular buz saw is slowly moving. The player must choose the correct key from 10 keys in order to release the girl. After 5 incorrect guesses, the bus reaches the girl. You then have to watch her perish. If you free the girl, you can guess what the reward is. The next room is password room, probably the most tame. A sleeping giri is lying on the bed, the game provides hints to the player in order to type the correct Japanese word to wake her up and have her take her clothes off. The rock paper room hosts a simple game where the player plays the rock paper scissors game against a girl who removes a piece of their clothing each time the player wins. The final room doesn't contain a game bur rather a gallery where the player can view images of all the cartoon girls. The game was released in Japan when Lolita culture was very popular and thus developed a cult following with Japanese Otaku game collectors during the time of its original release. In 1985, the creator of the game developed a sequel called My Lolita which was far tamer and less violent.
Zog's nightmare - The game was developed and release by a neo nazi organization in the United States. It obviously has racist and antisemitic ideologies. It's the spiritual successor of ethnic cleansing game. Zog's nightmare refers to acronym Zog which stands for zionist occupied government to say that the government is controlled by jews. Players is a character means fighting against various groups and individuals that the game developpers view as enemies including other races and ethnicities that are supposedly controlled by jewish people. The gameplay mechanics are typical of a first person shooter where players navigate through various levels of engaging in combat against enemies. Due to its content, the game has not been widely distributed and is generally only available through very niche channels.
Splatter School -
-- 1000 FATHOMS -- Ethnic Cleansing 2002's ethnic cleansing was a game developed by the american white supremacists national alliance. It was created as a part of broader, ideological push by the group. The game was designed to be a provocative to generate shock and controversy while disseminating a racial supremacist message. The game in itsself is unremarkable in its mechanics and graphics. Rather it was the horrendous thematic context that made it infamous. The game is a first person shooter featuring 2 levels where the player either embidies a skinhead either a clansman. Task is to kill every stereotypical afro american, latino, even jewish enemies. The final boss is fictionalized version of Ariel Sharon, the then prime minister of Israel. Black characters were designed to resemble apes and emi monkey like sounds. When shot, jewish characters are clothed as orthodox jew and shoot ' oy vey ' The Mexican are also here with sentences like " I need to take a siesta now " after being shot. THe provocative content was a deliberate attempt to further propagate racial bias and racial hatred. William Pierce was the leader of NA. The game was launched on Martin Luther King's day on January 21st 2002 which was a calculated move intented to incite further controversy. It was sold for 14,88 dollars, 14 being the supremacist word slogan and 88 standing for HH which means Heil Hitler. Many organizations took issues with the game.
Euphoria - Euphoria is a japanese visual novel developed by clockup and released in 2011. It's an adult oriented game that blends psychological, horror, mystery an very explicit scenes. It sets up in a mysterious and closed environment where the main character, Keisuke, wakes up without any recollection of how he got here. He finds himself in a blank white room along with 6 women whom he recognizes as peers from his school. None of the wome are of age excluding Natsuki who is an English teacher. Euphoria primary involves reading texts and making choices that influence the direction of the story. Depending on decisions made by the player, these can lead to drastically different outcomes, some of which being very disturbing.The story starts with all the characters being confuse by the abnormal situation. A mysterious voice announces to them then that the game will begin. Characters must solve puzzles and make decisions to survive. Keisuke, the main character and only male in the group is named after the group's unlocker. He must select one of the women as his keyrole. One of the girls being Miyako isn't too excited about the idea and start to panic, causing the lights to be cut out by a mysterious game master. Once the blinding lights turn back, Miyako is strapped to an electric chair and is eliminated from the game. Our main character seem to enjoy the display and is more than ready to become the unlocker to one of his unwilling key holes. Euphoria was developed by Japanese game studio clockup, known for creating adult visual novels with dark and often controversial themes. The game was initially released in Japan and later transfered into english due to its popularity among visual novel enthusiasts. Euphoria has decent followings. Some fans appreciate its complex narrative. The developers clockup have other equally disturbing visual novels that have often seen praise for their writing in their fan circles.
177 - It's a Japanese video game that was released in 1986 by Macademia soft. It was named after the japanese legal code for doing a certain thing without the consent of the other person. The player controls a male character who pursuies a female character in order to assault her. The gameplay involves nagivating through various levels avoiding obstacles and other characters to catch the female character. The good ending is if the player catches the female character. The game will then play a graphic and explicit cut scene that has been the primary source of the game's controversy. After which you will see another scene of our character and the women married. The secon ending, or what people call the bad ending happens if you fail to catch the women before she reaches her house and gets you arrested. The game was criticized for promoting and trivializing sexual violence against women. It was seen as problematic not only for his graphic content but also for the way it objectified women and treated a serious crime as a form of entertainment. 177 was released when video game was still in its early stages of exploring adult themes. However the game crossed ethical boundaries byt centering its gameplay on a terrible act. It was later recorded and re released with slightly more conservatice scenes and gameplay.
Lolita Syndrome - Developed in Japan by Kutsumi Mizuki, an individual who was at the time an illustrator for children educational comics. Company Enix published the game which went on to become Square Enix, a massive game publishing company. It makes this more abhorrent. The game was the winner of Enix's second biannual game hobby programm contest and thus, was sponsored by them. Released in 1983, Lolita Syndrome tame takes place in a house called maison Lolita where underage girls or lollies run around the house without clothes and have to play a game which involves narrowly avoiding death. The player must solve puzzles in order to save the cartoon girls from their violent deaths and to get your reward, which is to see the cartoons without any clothes. The game was not originally advertised as containing gore and this element was only hinted at the game's packaging.
The game opens showing 5 doors of maison Lolita. Each game represents a mini game that you can take part in. In the first door, the buz saw room, a girl is strapped to a table, and a circular buz saw is slowly moving. The player must choose the correct key from 10 keys in order to release the girl. After 5 incorrect guesses, the bus reaches the girl. You then have to watch her perish. If you free the girl, you can guess what the reward is. The next room is password room, probably the most tame. A sleeping giri is lying on the bed, the game provides hints to the player in order to type the correct Japanese word to wake her up and have her take her clothes off. The rock paper room hosts a simple game where the player plays the rock paper scissors game against a girl who removes a piece of their clothing each time the player wins. The final room doesn't contain a game bur rather a gallery where the player can view images of all the cartoon girls. The game was released in Japan when Lolita culture was very popular and thus developed a cult following with Japanese Otaku game collectors during the time of its original release. In 1985, the creator of the game developed a sequel called My Lolita which was far tamer and less violent.
Zog's nightmare - The game was developed and release by a neo nazi organization in the United States. It obviously has racist and antisemitic ideologies. It's the spiritual successor of ethnic cleansing game. Zog's nightmare refers to acronym Zog which stands for zionist occupied government to say that the government is controlled by jews. Players is a character means fighting against various groups and individuals that the game developpers view as enemies including other races and ethnicities that are supposedly controlled by jewish people. The gameplay mechanics are typical of a first person shooter where players navigate through various levels of engaging in combat against enemies. Due to its content, the game has not been widely distributed and is generally only available through very niche channels.