Air Algerie loses contact with its plane leaving Ouagadougou
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SSS
Ignore, it's what it does, pop up with some claptrap and vanish.
From previous, it's a troll, with a particular dislike for airline management of any shade or nationality, that said he claimed to fly for Swiftair some years ago, so perhaps there is a new axe to grind.
Presumably the press brief will focus on the story so far from the FDR, with the CVR to come later.
Has any mention been made of the rotation from the crewing perspective: was this a double sector "day" for this crew, or the return leg after a rest period ?
It's a pertinent question from the met perspective: on a round trip the main weather brief would have been in Algiers, updated by observation on sector 1, and the briefing pack on turnaround in Burkina, alternatively on a single sector the only met brief would have been prior to departure from Burkina.
From previous, it's a troll, with a particular dislike for airline management of any shade or nationality, that said he claimed to fly for Swiftair some years ago, so perhaps there is a new axe to grind.
Presumably the press brief will focus on the story so far from the FDR, with the CVR to come later.
Has any mention been made of the rotation from the crewing perspective: was this a double sector "day" for this crew, or the return leg after a rest period ?
It's a pertinent question from the met perspective: on a round trip the main weather brief would have been in Algiers, updated by observation on sector 1, and the briefing pack on turnaround in Burkina, alternatively on a single sector the only met brief would have been prior to departure from Burkina.
Last edited by Teddy Robinson; 7th Aug 2014 at 03:20. Reason: Adding content
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Memrytter, every medias speak about the ITCZ Cbs being the main cause of the accident, this is completely stupid, I base my point of view from my own experience and from what all my collegues think about that, some of them have long haul experience around the ITCZ and they all reckon than those CB ara avoidable as any CBs on the globe, moreover, the flight plan is studied together with the weather forcast before departure. There are lots of bull
said by the french to the medias.
@teddy robinson, yes I flew for swiftair many years ago,since then, I have been flying in a skyteam spanish airline, not to name it. I still have some friends at swiftair, and I know people who personnaly knew the MD83 crew, both the FO and captain were known to be professionals and very experienced.
said by the french to the medias.@teddy robinson, yes I flew for swiftair many years ago,since then, I have been flying in a skyteam spanish airline, not to name it. I still have some friends at swiftair, and I know people who personnaly knew the MD83 crew, both the FO and captain were known to be professionals and very experienced.
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Blank CVR
According to French radio Europe-1, the CVR has malfunctioned and the tape is blank.
French BEA refused to comment and referred to this afternoon press conference.
French BEA refused to comment and referred to this afternoon press conference.
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FWIW one of the investigating team just been interviewed on TV (briefly) on arrival back in France this AM - pretty much all he was willing to say was that it appeared the aircraft did not break up in flight.
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some of them have long haul experience around the ITCZ and they all reckon than those CB ara avoidable as any CBs on the globe, moreover, the flight plan is studied together with the weather forcast before departure.
Also, based on my experience the forecasts in that are are next to useless - they either show CBs absolutely everywhere or in completely the wrong place.
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As much I understand French:
they did not tell anything of substance.
Except a report will be out in 4 weeks from now.
And they still try to read the CVR, but it seems to be empty.
It is August in France....
they did not tell anything of substance.
Except a report will be out in 4 weeks from now.
And they still try to read the CVR, but it seems to be empty.
It is August in France....
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Media briefing
Mr Cissé and Mr Jouty
About 2 minutes after being in cruise, the 280kt cruise speed started to decrease a little. The route was changed as a normal procedure to avoid CBs.
CB heads topped at F380 or higher.
At 01h45 LT (0145 UTC) the aircraft altitude was FL310 and speed 200kt (IAS, I believe).The altitude continued to decrease and the speed also that reached 160K. The end of record is at 01 47' 15'' at an altitude of 1600ft and an airspeed of 380kt.
the last part of the track is, at least at the beginning, the one that was filmed on the radar screen, with a tight left turn initiated and a subsequent continuous left turn until the impact/end of record .
CVR
The CVR recovered is not readable yet because of the band state. The band is by itself in a rather good state but it can not be read because it is altered for an unknown reason, but the fact that the band is not exploitable is not related to the crash by itself. The band will need further and deep analyses and expertises to be readable.
FDR is recording about 80 parameters.
Radar:
The Ouaga radar is a new one. The radar recordings have been saved and should be available for the inquiry.
A question was raised about possible military radar in the crash area. Mr Cissé replied that it will be asked to all States if they have records of this flight on any military radar(s) in the crash sector.
The ASECNA has already identified other aircraft in the area that were in contact with the DAH5017.
A stage report should be published mid-September.
About 2 minutes after being in cruise, the 280kt cruise speed started to decrease a little. The route was changed as a normal procedure to avoid CBs.
CB heads topped at F380 or higher.
At 01h45 LT (0145 UTC) the aircraft altitude was FL310 and speed 200kt (IAS, I believe).The altitude continued to decrease and the speed also that reached 160K. The end of record is at 01 47' 15'' at an altitude of 1600ft and an airspeed of 380kt.
the last part of the track is, at least at the beginning, the one that was filmed on the radar screen, with a tight left turn initiated and a subsequent continuous left turn until the impact/end of record .
CVR
The CVR recovered is not readable yet because of the band state. The band is by itself in a rather good state but it can not be read because it is altered for an unknown reason, but the fact that the band is not exploitable is not related to the crash by itself. The band will need further and deep analyses and expertises to be readable.
FDR is recording about 80 parameters.
Radar:
The Ouaga radar is a new one. The radar recordings have been saved and should be available for the inquiry.
A question was raised about possible military radar in the crash area. Mr Cissé replied that it will be asked to all States if they have records of this flight on any military radar(s) in the crash sector.
The ASECNA has already identified other aircraft in the area that were in contact with the DAH5017.
A stage report should be published mid-September.
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I think the link to this BEA webpage was posted here earlier. Seems it has just been updated with some information.
http://www.bea.aero/en/enquetes/flight.ah.5017/flight.ah.5017.php
http://www.bea.aero/en/enquetes/flight.ah.5017/flight.ah.5017.php
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Go to the source, the BEA publishes in english too, when useful.
Accident to the McDonnell Douglas MD-83, registered EC-LTV, on 24 July 2014 in the region of Gao (Mali)
and
http://www.bea.aero/en/enquetes/flig....070814.en.pdf
Accident to the McDonnell Douglas MD-83, registered EC-LTV, on 24 July 2014 in the region of Gao (Mali)
and
http://www.bea.aero/en/enquetes/flig....070814.en.pdf
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Can anybody explain the warning systems on Md83 in case,of autothrottle failure?
What was the technical status of the aircraft on departure ?
What are the stall characteristics of the md83? The aircraft seems to have stalled at high altitude, followed by a loss of control, spiral dive and impact.
Swiftair is not known for its great maintenance and care of crews by the way.
They are driving conditions down in the cargo and oassenger acmi world due severe underpricing, crew exploitation ( crews who are often very experienced but also pay to fly cadets) and bare minimum maintenance.
What was the technical status of the aircraft on departure ?
What are the stall characteristics of the md83? The aircraft seems to have stalled at high altitude, followed by a loss of control, spiral dive and impact.
Swiftair is not known for its great maintenance and care of crews by the way.
They are driving conditions down in the cargo and oassenger acmi world due severe underpricing, crew exploitation ( crews who are often very experienced but also pay to fly cadets) and bare minimum maintenance.
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Speed reduction went unnoticed?
Crew busy with the weather radar?
Stall warning?
Large changes in pitch and bank => stall
Descent rate before impact 1.600ft/s = 96.000 ft/min
Crew busy with the weather radar?
Stall warning?
Large changes in pitch and bank => stall
Descent rate before impact 1.600ft/s = 96.000 ft/min
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What are the stall characteristics of the md83?
From the image it looks like instead of going around the storm sufficient distance they went through it. This can cause all kinds of mischief, violent upsets, sever icing, etc.
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I also noticed the lack of seperation between the Aircraft track and the core,of the cell system.
However, I do do not know if all cells are shown on the picture, there might have been a cell West of the track too, not depicted on the shown map.
Does MD83 have a stick pusher by the way?
However, I do do not know if all cells are shown on the picture, there might have been a cell West of the track too, not depicted on the shown map.
Does MD83 have a stick pusher by the way?