Air Canada A320 accident at Halifax
Psychophysiological entity
Those power cables look very typical of the ones we have in Texas. The voltage is only reduced for domestic consumption by the use of a sizable transformer often up a nearby pole - voltages on the skinny wires can be in the thousands before being dropped to c 115 0 115. Despite being thin, by necessity, the wires are very strong - doubtful they'd shear any significant metal parts however. Perhaps the pole was part of the equation.
Some of the arching from damaged lines has to be seen to be believed. Looks like there was at least some luck about.
Some of the arching from damaged lines has to be seen to be believed. Looks like there was at least some luck about.
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How quickly can emergency generators power-up? Maybe not quick enough.
Time to cut over to emergency power/alternative main supply is a function of the airport Category, with Cat III, for sure, requiring "no-break cut in", ie generators permanently running (if they are the alternative supply) and automatic switch-over on sensing a loss of main supply
I can't remember the requirements for other Categories, but I'm sure someone can.
Back to the main topic.
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Last edited by Mudman; 29th Mar 2015 at 13:27.
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Wit this Notam:
[DOD PROCEDURAL NOTAM] INSTRUMENT APPROACH PROCEDURE CHANGED,
ILS OR NDB RUNWAY 23 (GNSS), ORIGINAL, 05MAR15.
CHANGE GLIDE PATH ANGLE FROM 2.70 DEGREES TO READ 3.00 DEGREES.
CHANGE THRESHOLD CROSSING HEIGHT FROM 57 TO READ 59.
05 MAR 13:33 2015 UNTIL 02 APR 05:00 2015. CREATED:
05 MAR 13:35 2015
Does it mean the Radio Engineers had recently altered the ILS Glideslope angle? Not that it was a factor; the cross wind gusts were most likely the cause.
[DOD PROCEDURAL NOTAM] INSTRUMENT APPROACH PROCEDURE CHANGED,
ILS OR NDB RUNWAY 23 (GNSS), ORIGINAL, 05MAR15.
CHANGE GLIDE PATH ANGLE FROM 2.70 DEGREES TO READ 3.00 DEGREES.
CHANGE THRESHOLD CROSSING HEIGHT FROM 57 TO READ 59.
05 MAR 13:33 2015 UNTIL 02 APR 05:00 2015. CREATED:
05 MAR 13:35 2015
Does it mean the Radio Engineers had recently altered the ILS Glideslope angle? Not that it was a factor; the cross wind gusts were most likely the cause.
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Lucky, could have been much worse.
I understand that they circled for a while waiting for a good wind window and the airport power was off as well after midnight.
A definite crash in spite of the PR word spin.
Air Canada has a terribly spoiled reputation on all fronts and capped this episode by leaving the pax waiting in a snowstorm.
I understand that they circled for a while waiting for a good wind window and the airport power was off as well after midnight.
A definite crash in spite of the PR word spin.
Air Canada has a terribly spoiled reputation on all fronts and capped this episode by leaving the pax waiting in a snowstorm.
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There is quite precise tracking and reporting of power outages in this area. Here is a record of the outage at the airport earlier this morning:
Nova Scotia Power Outages - Bedford/Sackville
Outage Area
Halifax Stanfield International Airport & Areotech Buisness Park (105 impacted)
Cause
Caused by damage to our overhead equipment
Start Date/Time
March 29, 2015 @ 12:30 AM
End Date/Time
March 29, 2015 @ 1:49 AM
Duration
1 hours 19 mins
The timing does seem to match very closely.
Nova Scotia Power Outages - Bedford/Sackville
Outage Area
Halifax Stanfield International Airport & Areotech Buisness Park (105 impacted)
Cause
Caused by damage to our overhead equipment
Start Date/Time
March 29, 2015 @ 12:30 AM
End Date/Time
March 29, 2015 @ 1:49 AM
Duration
1 hours 19 mins
The timing does seem to match very closely.
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almost stunned silence... almost
John James
Aside from the fact that the crew from this recently evacuated aircraft have absolutely zero control over the distribution and sheltering of the passengers (and I challenge you to do any better) do you have any fact to back up your closing statement? Any at all? Troll!
Aside from the fact that the crew from this recently evacuated aircraft have absolutely zero control over the distribution and sheltering of the passengers (and I challenge you to do any better) do you have any fact to back up your closing statement? Any at all? Troll!
Last edited by Eminence Grise; 29th Mar 2015 at 13:37. Reason: address intended luminary
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Many moons ago in very similar weather conditions , on the same runway, we had to go from about one point four EPR to "Through the gate" in a DC9-32 series just to make the runway, {50 flap selected} it is also a bit of a deceptive perspective one gets when breaking out at mins on this end. About a year ago we landed on the same runway in our small corporate aircraft CAVU weather but with very strong winds, had the same "sink" about half a mile back from the button. Glad the chap from OZ [ Rad Alt Alive} has it all figured out, who needs the TSB with folks like this using ESP to solve every aviation problem?
@ John James...
Air Canada has a terribly spoiled reputation on all fronts and capped this episode by leaving the pax waiting in a snowstorm.
That must be one of the stupidest comments I have seen in a while!
I'm sure Air Canada planned with the Halifax airport management to have all its equipment not available at that time, on a Saturday night and also told its pilots to crash the aircraft in Halifax on a cold winter night in very windy/snowy conditions on purpose so as to freeze their passengers and get bad publicity out of it… Brilliant!
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Hi TylerMonkey
I might be sticking my neck out here, but there is a chance that runway 23 and runway 05 are the same 
Especially when one is an overrun / takeoff accident, and the other approach end
"This is same place that a 747 cargo crashed several years ago."
Negative, the 747 crashed off the end of the longer runway 23 heading SW.
Negative, the 747 crashed off the end of the longer runway 23 heading SW.
Especially when one is an overrun / takeoff accident, and the other approach end
