Emirates Flight hits heavy turbulence over Goa
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Emirates Flight hits heavy turbulence over Goa
Emirates Flt from DXB to COK in India cruising at FL350 hit severe turbulence over Goa and reportedly lost 200 ft. Indian news channles are giving vague reports about 18000 ft loss of altitude.Some passengers have sustained injuries and the video has shown fairly chaotic interiors.:
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Emirates plane drops 15,000 feet over India, 17 hurt
Sun, Apr 25 2010
Passengers suffered bruises and other minor wounds.
THIRUVANANTHAPURAM, India - A passenger plane flying from Dubai to India plunged 15,000 feet (4,600 metres) after hitting air turbulence Sunday, injuring 17 people, aviation officials said.
The Emirates Boeing 777 jet with 361 passengers and 14 crew on board landed safely at its destination of Kochi in south India shortly after the incident, which occurred off the coastal state of Goa.
"In a short period of bad turbulence, some passengers suffered bruises and other minor wounds. They were given medical care at the airport on their arrival," an airline official in Kochi, who declined to be named, told AFP.
"Some passengers who were not wearing seat belts were thrown out of their seats, but the pilot regained control," he said.
Reports said the plane suffered some damage after dropping from 20,000 to just 5,000 feet in a few minutes.
Sun, Apr 25 2010
Passengers suffered bruises and other minor wounds.
THIRUVANANTHAPURAM, India - A passenger plane flying from Dubai to India plunged 15,000 feet (4,600 metres) after hitting air turbulence Sunday, injuring 17 people, aviation officials said.
The Emirates Boeing 777 jet with 361 passengers and 14 crew on board landed safely at its destination of Kochi in south India shortly after the incident, which occurred off the coastal state of Goa.
"In a short period of bad turbulence, some passengers suffered bruises and other minor wounds. They were given medical care at the airport on their arrival," an airline official in Kochi, who declined to be named, told AFP.
"Some passengers who were not wearing seat belts were thrown out of their seats, but the pilot regained control," he said.
Reports said the plane suffered some damage after dropping from 20,000 to just 5,000 feet in a few minutes.
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Two more accounts from the local media:
Plane drops 18,500 ft over Goa, but lands safely
'Emirates pilot couldn't avoid Cumulonimbus cloud'- TIMESNOW.tv - Latest Breaking News, Big News Stories, News Videos
An Emirates flight flying over Goa averted tragedy on Sunday, and landed safely in Kochi.
The Boeing 777 - flying from Dubai to Kochi with 350 passengers on board - dropped from a height of 20,000 to 1,500 feet, possibly due to turbulence caused by rains in the Goa-Kerala region.
Miraculously, the pilot was able to regain control before impact - after dropping 18,500 feet.
The Boeing 777 - flying from Dubai to Kochi with 350 passengers on board - dropped from a height of 20,000 to 1,500 feet, possibly due to turbulence caused by rains in the Goa-Kerala region.
Miraculously, the pilot was able to regain control before impact - after dropping 18,500 feet.
The airline claims the drop in height was only about 200 feet; but TIMES NOW's DGCA sources say the free fall was much greater, around 18,000 feet.
According to sources, the pilot has said the plane on its way from Dubai to Kochi hit the towering cumulo nimbus cloud leading to the free fall from 20,000 ft to just 2,000 ft, (somewhere between Goa and Kochi) before recovering and regaining height. South west monsoons are scheduled to hit the Kerala coast in next 15 days, so this explanation is at least plausible.
Flight passengers whom TIMES NOW spoke to at Kochi said those who were not belted into their seats were thrown upwards, overhead hatches opened up and baggage tumbled out, compounding the dangerous situation. "We were sure this was the end, that all of us would die," said one harried passenger.
According to sources, the pilot has said the plane on its way from Dubai to Kochi hit the towering cumulo nimbus cloud leading to the free fall from 20,000 ft to just 2,000 ft, (somewhere between Goa and Kochi) before recovering and regaining height. South west monsoons are scheduled to hit the Kerala coast in next 15 days, so this explanation is at least plausible.
Flight passengers whom TIMES NOW spoke to at Kochi said those who were not belted into their seats were thrown upwards, overhead hatches opened up and baggage tumbled out, compounding the dangerous situation. "We were sure this was the end, that all of us would die," said one harried passenger.
the T-7 is a tough bird though! that's a full on DP's finest HTBJ Upset they've described
just as an aside in Extreme turbulence your Vtp/Mtp may be too high and you have to be close to Va to survive this requires knowledge stall recovery because you have to slow way way down and possible risk a stall
Good Work to the flight Crew
just as an aside in Extreme turbulence your Vtp/Mtp may be too high and you have to be close to Va to survive this requires knowledge stall recovery because you have to slow way way down and possible risk a stall
Good Work to the flight Crew
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PA - what are you prattling on about
Pilot Positive - too early for the monsoon and ITCZ. When I passed over Goa in the evening India time today - or yesterday now - there were 2 small isolated cells and the rest of the sky was clear as a bell. I imagine that earlier in the day were CBs from the intense premonsoon heat causing instability - isolated, few or scattered I don't know!!! When the monsoon arrives it's generally 9/10ths cloud and multiple red bits on the radar - but that's end of May to early June in that area...
Pilot Positive - too early for the monsoon and ITCZ. When I passed over Goa in the evening India time today - or yesterday now - there were 2 small isolated cells and the rest of the sky was clear as a bell. I imagine that earlier in the day were CBs from the intense premonsoon heat causing instability - isolated, few or scattered I don't know!!! When the monsoon arrives it's generally 9/10ths cloud and multiple red bits on the radar - but that's end of May to early June in that area...
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Basil re: PA's cryptic nomenclature
Shot in the dark: V = velocity and M= mass. Now, tp? Sorry, can't help with that and am reluctant to guess for obvious reasons. 
We need a psychic to divine the physics while we wait for Mr. PA's return.
We need a psychic to divine the physics while we wait for Mr. PA's return.
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My guess would be
V(IAS) turbulence penetration
Mach turbulence penetration
DP = D.P. Davis
HTBJ = handling the big jets
Va = design manoeuvering speed
Haven't got a clue what he is really trying to say.
V(IAS) turbulence penetration
Mach turbulence penetration
DP = D.P. Davis
HTBJ = handling the big jets
Va = design manoeuvering speed
Haven't got a clue what he is really trying to say.
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the T-7 is a tough bird though! that's a full on DP's finest HTBJ Upset they've described
Urban Dictionary: dp
Urban Dictionary: bj
In other news, on further investigation local press uncovers several recent incidents involving Emirates flights falling from 35,000 feet all the way to the ground, usually at the latter end of the journey.
meaning that that maximum weight to be carried by the wing[mainly] is the weight [in terms of total load factor] that the wing carries at the stall i.e the ratio of W/S is increased to a maximum; this gives rise to the fact that a stall at 1Vs loads the wing with a maximum 1 'g' however at 2Vs an accelerated stall g of 4 g based on the relation ship Vsn = Vs[n [load factor]^1/2
Va is computed similarly except that n [any load factor] is replaced by the design limit load N therefore Va represents the speed that if a stall occurs the wing loading will not exceed design limit loads,...this is a mathematical certainty at odds a bit with the somewhat artificial/ statistical world of design standards [as JT always says 'a line in the sand'] in both cases the Change in Load factor DeltaN i= q*delta AoA but....
in FAR 25. [340???] the worst gust assumed [Uref] to impact the airframe are alleviated i.e statistically assumed to build up gradually reach maximal intensity then decay gradually but in reality in extreme turbulence the gust may be sharpedged and result in an instantaneous increases in AOA this will result in higher than assumed load factors ---hence Vra/Tp becomes very very artificial and only speeds near Va can protect you,...in reality for Extreme turbulence it may just be better to stall
Va is computed similarly except that n [any load factor] is replaced by the design limit load N therefore Va represents the speed that if a stall occurs the wing loading will not exceed design limit loads,...this is a mathematical certainty at odds a bit with the somewhat artificial/ statistical world of design standards [as JT always says 'a line in the sand'] in both cases the Change in Load factor DeltaN i= q*delta AoA but....
in FAR 25. [340???] the worst gust assumed [Uref] to impact the airframe are alleviated i.e statistically assumed to build up gradually reach maximal intensity then decay gradually but in reality in extreme turbulence the gust may be sharpedged and result in an instantaneous increases in AOA this will result in higher than assumed load factors ---hence Vra/Tp becomes very very artificial and only speeds near Va can protect you,...in reality for Extreme turbulence it may just be better to stall
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Prey do tell us what may horse hooey be, is it another thing to masticate on, like a hershey bar, as large havanas are now banned, whilst riding airplanes in EXTREME TURBULENCE.
All that we have over this side of the pond for mere mortals is moderate and severe turbulence. Those who get into the severe kind do not normally come out the other side in the same state that they were before the encounter. The emasculation is normally noticed by the change of the voice on the R/T.
All that we have over this side of the pond for mere mortals is moderate and severe turbulence. Those who get into the severe kind do not normally come out the other side in the same state that they were before the encounter. The emasculation is normally noticed by the change of the voice on the R/T.