BREAKING NEWS: airliner missing within Egyptian FIR
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Flightradar24 just tweeted some raw data. Note first pic,
I guess: time, lat, long, altitude, airspeed, ??, ??
Small drop in altitude, large drop in speed (if that's what it is) in last minutes.
https://twitter.com/flightradar24/st...68957681958912
hth,
GB
I guess: time, lat, long, altitude, airspeed, ??, ??
Small drop in altitude, large drop in speed (if that's what it is) in last minutes.
https://twitter.com/flightradar24/st...68957681958912
hth,
GB
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I wouldn't read too much into the request for a return/diversion. Recently news reports often report this when in fact it is not true. Anyway a dual engine flame out with miles and miles of unpopulated terrain VMC in day light should have a happy ending. If anything you've got 10-15 minutes. Plenty of time to get a mayday and change your squark.
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Anyone have the data on engine make / type fitted to this particular aircraft?
tfd, leased from AerCap
Crashed 31-10-2015 as flight KGL9268 enroute Sharm El Sheikh, Egypt to St. Petersburg, Russia over Sinai peninsula about 25mins after take-off
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Current notam
1A6349
HECC CAIRO FIR ---------------------1A6349/15 SECURITY EGYPT, NORTHERN SINAI PENINSULA, POTENTIALLY HAZARDOUS SITUATION CONTENT: GERMANY ADVISES ALL GERMAN OPERATORS NOT TO PLAN AND CONDUCT FLIGHTS BELOW FL260 DUE TO HAZARDOUS SITUATION IN THE AIRSPACE OF EGYPT, REGION NORTHERN SINAI (FIR CAIRO). POTENTIAL RISK TO AVIATION OVERFLYING THIS AREA BELOW FL260 AND TAKE OFF / LANDING AT ALL AIRPORTS FROM DEDICATED ANTI-AVIATION AND GROUND TO GROUND WEAPONRY. OPERATORS ARE STRONGLY ADVISED TO TAKE POTENTIAL RISK INTO ACCOUNT IN THEIR RISK ASSESSMENT AND ROUTEING DECISION. AFFECTED AREA: AREA WITHIN N311400E322200 - N294000E324000 - N293000E345400 N312000E341200 - N311400E322200 EMERGENCY SITUATIONS: IN AN EMERGENCY THAT REQUIRES IMMEDIATE DECISION AND ACTION FOR THE SAFETY OF THE FLIGHT, THE PILOT IN COMMAND MAY DEVIATE FROM THIS NOTAM TO THE EXTENT REQUIRED BY THAT EMERGENCY.
And
1V42/15 HAZARDOUS SITUATION IN EGYPTIAN AIRSPACE IN NORTHERN SINAI GOVERNATE WITHIN THE AREA BOUNDED BY 311400N 322200E - 294000N 324000E - 293000N 345400E - 312000N 341200E - 311400N 322200E (CAIRO FIR, SINAI PENINSULA). POTENTIAL RISK TO AVIATION OVERFLYING THIS AREA AT LESS THAN 25,000FT AGL FROM DEDICATED ANTI-AVIATION WEAPONRY. OPERATORS ARE STRONGLY ADVISED TO TAKE THIS POTENTIAL RISK INTO ACCOUNT IN THEIR RISK ASSESSMENTS AND ROUTEING DECISIONS. CONTACT UK DEPARTMENT FOR TRANSPORT (DFT) (+44) (0)20 7944 3260 OR (+44) (0)207 944 5999 OUT OF HOURS 14-12-0274/AS6.
SFC-UNL
HECC CAIRO FIR ---------------------1A6349/15 SECURITY EGYPT, NORTHERN SINAI PENINSULA, POTENTIALLY HAZARDOUS SITUATION CONTENT: GERMANY ADVISES ALL GERMAN OPERATORS NOT TO PLAN AND CONDUCT FLIGHTS BELOW FL260 DUE TO HAZARDOUS SITUATION IN THE AIRSPACE OF EGYPT, REGION NORTHERN SINAI (FIR CAIRO). POTENTIAL RISK TO AVIATION OVERFLYING THIS AREA BELOW FL260 AND TAKE OFF / LANDING AT ALL AIRPORTS FROM DEDICATED ANTI-AVIATION AND GROUND TO GROUND WEAPONRY. OPERATORS ARE STRONGLY ADVISED TO TAKE POTENTIAL RISK INTO ACCOUNT IN THEIR RISK ASSESSMENT AND ROUTEING DECISION. AFFECTED AREA: AREA WITHIN N311400E322200 - N294000E324000 - N293000E345400 N312000E341200 - N311400E322200 EMERGENCY SITUATIONS: IN AN EMERGENCY THAT REQUIRES IMMEDIATE DECISION AND ACTION FOR THE SAFETY OF THE FLIGHT, THE PILOT IN COMMAND MAY DEVIATE FROM THIS NOTAM TO THE EXTENT REQUIRED BY THAT EMERGENCY.
And
1V42/15 HAZARDOUS SITUATION IN EGYPTIAN AIRSPACE IN NORTHERN SINAI GOVERNATE WITHIN THE AREA BOUNDED BY 311400N 322200E - 294000N 324000E - 293000N 345400E - 312000N 341200E - 311400N 322200E (CAIRO FIR, SINAI PENINSULA). POTENTIAL RISK TO AVIATION OVERFLYING THIS AREA AT LESS THAN 25,000FT AGL FROM DEDICATED ANTI-AVIATION WEAPONRY. OPERATORS ARE STRONGLY ADVISED TO TAKE THIS POTENTIAL RISK INTO ACCOUNT IN THEIR RISK ASSESSMENTS AND ROUTEING DECISIONS. CONTACT UK DEPARTMENT FOR TRANSPORT (DFT) (+44) (0)20 7944 3260 OR (+44) (0)207 944 5999 OUT OF HOURS 14-12-0274/AS6.
SFC-UNL
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Yes, eye witnesses who will say 'the plane was on fire', the 'engines were misfiring' and e pilot was 'struggling to control it'.
It's worrying how quickly the Egyptians have gone from saying the plane is in Turkey, then it was down in Cyprus now just an hour it was a technical problem and it was not a bomb and it was not shot down. It was going in a straight line. If it was serious and they were diverting urgently then I'd imagine a turn to be made in the direction of SSH or CAI.
I doubt they'd get into coffin corner without the plane shouting at them to do something about it, not to mention both PFDs would be telling a rather unhappy story long before coffin coroner is reached. The MCDU will also tell them the max alt, planned at the optimum too. I very much down they'd go sailing throu REC MAX. The plane will be struggling with the climb, and will make it plainly obvious that it's not happy.
It's worrying how quickly the Egyptians have gone from saying the plane is in Turkey, then it was down in Cyprus now just an hour it was a technical problem and it was not a bomb and it was not shot down. It was going in a straight line. If it was serious and they were diverting urgently then I'd imagine a turn to be made in the direction of SSH or CAI.
I doubt they'd get into coffin corner without the plane shouting at them to do something about it, not to mention both PFDs would be telling a rather unhappy story long before coffin coroner is reached. The MCDU will also tell them the max alt, planned at the optimum too. I very much down they'd go sailing throu REC MAX. The plane will be struggling with the climb, and will make it plainly obvious that it's not happy.
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The aircraft was around level 300. It was speed that was 400K (ground speed),
which dropped. It was never anywhere close over max level
https://twitter.com/hashtag/7K9268?src=hash
which dropped. It was never anywhere close over max level
https://twitter.com/hashtag/7K9268?src=hash
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RT says on https://www.rt.com/news/320225-plane...russian-egypt/
09:59 GMT Voices of trapped passengers were reportedly heard in one section of the Russia-bound Airbus 320, according to an officer at the scene.
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Sky News Newsdesk @SkyNewsBreak 9m9 minutes ago
Update - Reuters: officers at the scene of the Russian plane crash say voices of trapped passengers could be heard in a section of the plane
180 retweets 30 favorites
My instinct is that report is probably inaccurate; really hope I'm wrong.
BTW, my handle may be "newjourno" (and that was a long time ago); it would be more accurately "ex-journo".
Update - Reuters: officers at the scene of the Russian plane crash say voices of trapped passengers could be heard in a section of the plane
180 retweets 30 favorites
My instinct is that report is probably inaccurate; really hope I'm wrong.
BTW, my handle may be "newjourno" (and that was a long time ago); it would be more accurately "ex-journo".
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A321 full load would have been fine at FL320 (32,000 feet) so that's probably not the issue.
Angle of Attack probes probably also not an issue in a dry climate. Sand damage or poor maintenance maybe - but that should have shown up as a problem earlier in the flight.
Data from the transponder (as shown on flightradar24.com) shows climb, loss of speed, then dive. The Airbus normal law should protect the aircraft against a stall like this unless the normal laws fail to work at the critical moment they're needed!
The same has happened in several Airbus accidents, yet not enough has been done to change the way pilots are trained to handle this type of scenario. How many more more crashes will it take for Airbus, the regulators and airline training departments to wake up?
Angle of Attack probes probably also not an issue in a dry climate. Sand damage or poor maintenance maybe - but that should have shown up as a problem earlier in the flight.
Data from the transponder (as shown on flightradar24.com) shows climb, loss of speed, then dive. The Airbus normal law should protect the aircraft against a stall like this unless the normal laws fail to work at the critical moment they're needed!
The same has happened in several Airbus accidents, yet not enough has been done to change the way pilots are trained to handle this type of scenario. How many more more crashes will it take for Airbus, the regulators and airline training departments to wake up?