TU154 out of Sochi is missing.
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Planned route was Chkalovsky - Mozdok - Syria. En-route they was diverted to Sochi. So presumably crew recalculated fuel and ordered refueling. Also there was some indication that crew was aware - in the leaked audio recording from radioscanner at the plane-tower communication Cptn added "heavy" to callsign. They also decided to takeoff from the treshold which is quite unusual for this rwy.
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TU 154 Heavy??
How odd that the crew should add 'Heavy' in their ATC comms. The lower band of the ICAO Heavy category is 136t so what did they mean as the 154's MTOW is around 100t isn't it?
How odd that the crew should add 'Heavy' in their ATC comms. The lower band of the ICAO Heavy category is 136t so what did they mean as the 154's MTOW is around 100t isn't it?
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The communication was little different. All was on Russian, it was an answer for ATC lady question - something like this: (We want to departure) from beginning (of RWY because we are) heavy.
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Gearleaver
Ehh,, a what?
Please elaborate. And whatever it is I like to learn.
The Dutch, by the way, has a good word for Nitpicking: Miren-Nauken.
Hard to interpret without censor.
Please elaborate. And whatever it is I like to learn.
The Dutch, by the way, has a good word for Nitpicking: Miren-Nauken.
Hard to interpret without censor.
Folks, we talk here about a see level take off with no indication so far on any engine failure at 8 centigrade OAT. So you try to make the point that with a few percent above MTOW that plane will fall out of the sky?
That's almost Alaskan conditions where even the FAA does allow for a 10 percent overload over "normal" lower 48 MTOW.
Every 60 degrees steep turn is a 2x MTOW maneuver. Never done in your life?
So don't set the rumor mill for any non flying jurno on high gear.
That's almost Alaskan conditions where even the FAA does allow for a 10 percent overload over "normal" lower 48 MTOW.
Every 60 degrees steep turn is a 2x MTOW maneuver. Never done in your life?
So don't set the rumor mill for any non flying jurno on high gear.
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We should keep on mind that Svyetlana Petrenko, the speaker of investigating committee, declares previous month that the overweight theory doesn't correspondent to established actual conditions.
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To lay all these overweight rumors to rest, I checked my old notes (all figures metric tons, for TU5 B-2 model):
OEW ~51.5 tons (depending on cabin configuretion, number of crew, etc.)
MAX FUEL 37.6 tons (meaning all tanks full)
MTOW 98 tons
This means that with full fuel tanks the permissible maximum payload is ~10 tons, that is exactly what you would expect for 98 passengers and their baggage (an orchestra's instruments in their protective cases are bulky but not particularly heavy, the luggage would fill the holds to maximum volume leaving room for little else). The ATC communications confirms that the crew knew they were at/near MTOW.
OEW ~51.5 tons (depending on cabin configuretion, number of crew, etc.)
MAX FUEL 37.6 tons (meaning all tanks full)
MTOW 98 tons
This means that with full fuel tanks the permissible maximum payload is ~10 tons, that is exactly what you would expect for 98 passengers and their baggage (an orchestra's instruments in their protective cases are bulky but not particularly heavy, the luggage would fill the holds to maximum volume leaving room for little else). The ATC communications confirms that the crew knew they were at/near MTOW.
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98 passengers and their baggage (an orchestra's instruments in their protective cases are bulky but not particularly heavy
OEW ~51.5 tons (depending on cabin configuretion
...unknown amount of humanitarian aid
Tail heavy?
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Defense Minister Sergey Shoigu blamed those who "spread unverified information and speculations" and said that investigation results will be published "soon".
Last edited by Kulverstukas; 24th May 2017 at 12:31.
Loss of situational awareness by the captain.
- They took off at 05:25:10 with 4 deg pitch up and with 300 kph speed.
- After gear up the pitch increased up to 15 deg pitch up at which point the captain started pushing the yoke away from himself.
- at 05:25:29 at an altitude of 157 meters flaps up was selected (although during the briefing this was to be at an altitude of 500 meters). During this the captain was still pushing the yoke away from himself (ie: less pitch)
- Due to the actions of the captain, at an altitude of 231 meters, and at a speed of 360 kph the aircraft started descending.
- At 05:25:39 they were at an altitude of 218 meters, speed 373 kph, pitch down 1,5 deg and vertical speed -6-8 m/s when the SSOS (horn and indiciation light warning "Danger, ground")
- During this the captain "energetically" (sic) turned the yoke from 10.7 deg right to 53.5 deg left within 1 second, after which he pressed the left foot control by 1/2, while also pulling the control yoke towards himself
- The aircraft continued descending due to the excessive roll
- at 05:25:46 they were at 90 meters altitude, speed 464 kph, left roll 27 deg, vertical speed -20m/s, and 2 deg pitch down
- at an altitude of 67 meters with a left roll of 35 deg the light indication "Left roll angle excessive" was lit, and after 1.2 seconds at an altitude of 34 meters with a speed of 514 kph the yoke was turned to the right to it's maximum and pushed away to it's neutral position
- at 05:25:49 after 73 seconds since the take off roll started, at 1270 meters from the coastline the aircraft crashed with a speed of 540 kph, left roll approx. 50 deg, course 220 deg, -4 deg pitch down, vertial speed -30m/s
Apologies for the imperfect translation.
- They took off at 05:25:10 with 4 deg pitch up and with 300 kph speed.
- After gear up the pitch increased up to 15 deg pitch up at which point the captain started pushing the yoke away from himself.
- at 05:25:29 at an altitude of 157 meters flaps up was selected (although during the briefing this was to be at an altitude of 500 meters). During this the captain was still pushing the yoke away from himself (ie: less pitch)
- Due to the actions of the captain, at an altitude of 231 meters, and at a speed of 360 kph the aircraft started descending.
- At 05:25:39 they were at an altitude of 218 meters, speed 373 kph, pitch down 1,5 deg and vertical speed -6-8 m/s when the SSOS (horn and indiciation light warning "Danger, ground")
- During this the captain "energetically" (sic) turned the yoke from 10.7 deg right to 53.5 deg left within 1 second, after which he pressed the left foot control by 1/2, while also pulling the control yoke towards himself
- The aircraft continued descending due to the excessive roll
- at 05:25:46 they were at 90 meters altitude, speed 464 kph, left roll 27 deg, vertical speed -20m/s, and 2 deg pitch down
- at an altitude of 67 meters with a left roll of 35 deg the light indication "Left roll angle excessive" was lit, and after 1.2 seconds at an altitude of 34 meters with a speed of 514 kph the yoke was turned to the right to it's maximum and pushed away to it's neutral position
- at 05:25:49 after 73 seconds since the take off roll started, at 1270 meters from the coastline the aircraft crashed with a speed of 540 kph, left roll approx. 50 deg, course 220 deg, -4 deg pitch down, vertial speed -30m/s
Apologies for the imperfect translation.