Pilota Emirates sbaglia il calcolo del peso
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Pilota Emirates sbaglia il calcolo del peso
Sembra che un A340 Emirates quasi cade il 20 Marzo perché i piloti si sbagliarono di 100 tonnelate nel calcolo del peso al decollo
Emirates near-miss vanished on radar at Melbourne | The Australian
Emirates near-miss vanished on radar at Melbourne | The Australian
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A mitiko... l'hai sparata mitica davvero la cazzata...
Se ti riferisci a JNB,il calcolo del peso non c'entra un bel niente.
Fu un errore nella tecnica di rotazione al decollo.
At salut...
Se ti riferisci a JNB,il calcolo del peso non c'entra un bel niente.
Fu un errore nella tecnica di rotazione al decollo.
At salut...
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per favore,
mitiko79, evita di scrivere se npn conosci i fatti. immagino sia stata un'esperienza abbastanza traumatica essere a bordo del 340 di jnb ma i due incidenti sono molto diversi.
se hai voglia trovi il report di South African Aviation Authority in internet.
grazie.
Alberto
mitiko79, evita di scrivere se npn conosci i fatti. immagino sia stata un'esperienza abbastanza traumatica essere a bordo del 340 di jnb ma i due incidenti sono molto diversi.
se hai voglia trovi il report di South African Aviation Authority in internet.
grazie.
Alberto
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un errore nella tecnica di rotazione al decollo
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QUI c'e' un buon sunto del report di JNB, dal quale viene fuori che l'equipaggio avrebbe ricevuto informazioni erronee durante un recurrent training circa le tecniche di rotazione ed anche che si trattava di un equipaggio poco familiar con il 340-300 (si trattava del primo volo sul tipo per il Comandante ed il secondo per il F/O).
Certo che se a capo del Training Center di Dubai ci fosse stato Henry....
Scherzo H8 non te la prendere, lo sanno anche i bambini a cosa serva la croce...
Certo che se a capo del Training Center di Dubai ci fosse stato Henry....
Scherzo H8 non te la prendere, lo sanno anche i bambini a cosa serva la croce...
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Tranqui che non me la prendo, visto che sono conscio delle mie capacità professionali non mi permetterei di propormi a capo di un training center nemmeno nel più scalcinato degli aeroclub.
Lascio volentieri tali incarichi ai test pilot della NASA, di cui è pieno il mondo...
Dimenticavo, QUI un altro link.
Al primo post si può leggere, detto da "the manufacturer's chief test pilot Jacques Rossay" e non dal primo HVIII che passa, che "the pilot flying incorrectly believed that the sidestick position symbol could be used to select pitch attitude for rotation. This is thought to be an unprecedented error, and Rossay cannot explain why the pilot thought it was a valid technique."
Spero che Mr. Jacques Rossay non sia stato rimosso, nonostante le sue vistose lacune lessicali...
Lascio volentieri tali incarichi ai test pilot della NASA, di cui è pieno il mondo...
Dimenticavo, QUI un altro link.
Al primo post si può leggere, detto da "the manufacturer's chief test pilot Jacques Rossay" e non dal primo HVIII che passa, che "the pilot flying incorrectly believed that the sidestick position symbol could be used to select pitch attitude for rotation. This is thought to be an unprecedented error, and Rossay cannot explain why the pilot thought it was a valid technique."
Spero che Mr. Jacques Rossay non sia stato rimosso, nonostante le sue vistose lacune lessicali...
Last edited by Henry VIII; 17th Sep 2009 at 19:25. Reason: aggiunta link
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H8,
non fermarti ai commenti di Capt. Rossay, come potrebbe mai esprimersi a sfavore di Airbus? In fondo il suo stipendio lo pagano loro...
Se hai voglia e tempo leggiti il rapporto ufficiale sull'accaduto QUI .
Oltre alle conclusioni ti consiglio anche un'attenta lettura del paragrafo 1.6.14.
Purtroppo le cose non sono mai cosi semplici come alcuni amano dipingerle....
non fermarti ai commenti di Capt. Rossay, come potrebbe mai esprimersi a sfavore di Airbus? In fondo il suo stipendio lo pagano loro...
Se hai voglia e tempo leggiti il rapporto ufficiale sull'accaduto QUI .
Oltre alle conclusioni ti consiglio anche un'attenta lettura del paragrafo 1.6.14.
Purtroppo le cose non sono mai cosi semplici come alcuni amano dipingerle....
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Anzi visto che sono riuscito a copiare il paragrafetto lo posto qui di seguito per coloro che non hanno voglia di leggersi tutto il rapporto:
1.6.14 Take-off Rotation Techniques
References to take-off rotation technique appear in several different documents, which
do not precisely accord with each other. The recommended 'family' rotation technique
includes reference to use of 2/3 back stick and, although it was not approved by
Airbus, one major airline had taken to teaching use of the SSOI to measure this
deflection.
Whilst this was not formally recognized by Airbus, and although it has never been
referred to in operator documentation, use of the SSOI was demonstrated by some
Airbus instructors during operator pilot Initial Operational Experience (IOE) training in
Toulouse. Furthermore, members of the Project Group were aware that Airbus was
working on a training video on this subject, and had seen a prototype version.
Realising that reference to the SSOI was becoming widely known, the Project Group
intended to document its use as a means of 'calibrating' arm movement, and included
this in a proposed amendment to the Flight Crew Training Manual (FCTM). However,
in the knowledge that Airbus was reviewing their position on training in the use of the
SSOI, it was decided to keep the amendment on hold until the manufacturer made
their position clear.
19/12/05 South African Civil Aviation Authority Page 21 of 68
Page 38
Ref. No: CM 8/3/2/0330
During the operator's instructor training IOE in Toulouse it became apparent that most
pilots were experiencing difficulty with the take-off, as a result of the architecture of the
Airbus A340-500 elevator control system. This was encouraging 'pilot induced
oscillations' (PIO) as a result of delay in the onset of the rotation and additional stick
movements, as pilots "chased" the correct pitch attitude. As a result, it was
emphasized that this could be avoided, by close attention to the instruments and to
ensuring that an initial 2/3 back stick was selected and maintained.
Tail strike and rotation technique remained significant concerns within the Airbus A340
fleet and the first refresher phase was designed to address these. Discussion of use of
the SSOI by Training/Standards/Project Group led to an understanding amongst Flight
Crew Training Instructors that they may referto the technique during the ground school
phase
1.6.14 Take-off Rotation Techniques
References to take-off rotation technique appear in several different documents, which
do not precisely accord with each other. The recommended 'family' rotation technique
includes reference to use of 2/3 back stick and, although it was not approved by
Airbus, one major airline had taken to teaching use of the SSOI to measure this
deflection.
Whilst this was not formally recognized by Airbus, and although it has never been
referred to in operator documentation, use of the SSOI was demonstrated by some
Airbus instructors during operator pilot Initial Operational Experience (IOE) training in
Toulouse. Furthermore, members of the Project Group were aware that Airbus was
working on a training video on this subject, and had seen a prototype version.
Realising that reference to the SSOI was becoming widely known, the Project Group
intended to document its use as a means of 'calibrating' arm movement, and included
this in a proposed amendment to the Flight Crew Training Manual (FCTM). However,
in the knowledge that Airbus was reviewing their position on training in the use of the
SSOI, it was decided to keep the amendment on hold until the manufacturer made
their position clear.
19/12/05 South African Civil Aviation Authority Page 21 of 68
Page 38
Ref. No: CM 8/3/2/0330
During the operator's instructor training IOE in Toulouse it became apparent that most
pilots were experiencing difficulty with the take-off, as a result of the architecture of the
Airbus A340-500 elevator control system. This was encouraging 'pilot induced
oscillations' (PIO) as a result of delay in the onset of the rotation and additional stick
movements, as pilots "chased" the correct pitch attitude. As a result, it was
emphasized that this could be avoided, by close attention to the instruments and to
ensuring that an initial 2/3 back stick was selected and maintained.
Tail strike and rotation technique remained significant concerns within the Airbus A340
fleet and the first refresher phase was designed to address these. Discussion of use of
the SSOI by Training/Standards/Project Group led to an understanding amongst Flight
Crew Training Instructors that they may referto the technique during the ground school
phase
