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Originally Posted by RoyHudd
(Post 10412410)
And colleagues who fly for them have privately expressed concern about many safety-related issues at the airline. No details to share.
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From AH:
The last transponder data were received from position N9.027 E39.153 about 21nm east of Addis Ababa at FL086. Terrain elevation at that point is 8130 feet MSL, FL086 reported by the Mode-S Altimeter (which always measures to standard pressure 1013 QNH) corrected for QNH indicates the aircraft was flying at 9027 feet MSL at that position. |
imho and from local knowledge the terrain shown doesn't look like the flat plateau to the E Bole where trees are scarce and the wooded area in the photo is much more like that found to the south but that isn't a very scientific judgement.
However media are reporting that Bole lost contact at 0844 while the flight radar table above shows contact lost at 0841. Since it took them 3 minutes or so to reach the FR "lost contact" area and Debre Zeyt is about the same distance beyond in a right hand turn (due to terrain you wouldn't turn left/to the N to do that) to recover back to Bole that does look like a better location for the accident. It is also right about where you'd be 6 mins after deprture en route to NBO. They'll be lucky to find recoverable recorders in that impact I suspect. |
Originally Posted by 4runner
(Post 10412429)
Rest rules are blatantly ignored. This is a known fact with the airline and well documented.
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Originally Posted by J J Carter
(Post 10412363)
It's absurd that flight telemetry and data is not transmitted in real time to satellites and sent back to the aircraft manufacturer.rather than being recorded on FDRs that are lost at sea or destroyed
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Originally Posted by Ganzic
(Post 10412380)
I thinks it's an expensive option...
To have telemetry data streamed live via satcom. Late addition: DFDR data rates are 'up to 256 12bit words per second' - or around 3K bps. That is one '10 millionth' of the potential bandwidth of a connection on INMARSAT's new Global Express SATCOM just tested at 330Mbps. |
Originally Posted by nojwod
(Post 10412347)
Ethiopian has always been a very professional airline with an excellent safety record and mostly excellent service and reliability..
The notably high foreign passenger count is due to their extensive marketing of 5th Freedom tickets through their hub, from all of North America, Europe and Asia to Addis, and onward to all across Africa, as well as some Europe-Asia traffic. They are of course known in the industry for having achieved this by offering some of the most competitive fares. |
Umm .. did not one of the aircraft that went into the sea was being piloted by a person who was being attacked with an axe by an hijacket? |
”And colleagues who fly for them have privately expressed concern about many safety-related issues at the airline.” And they are still there? If I had real safety concerns about the airline I worked for I would leave, with immediate effect. CP |
Originally Posted by Ian W
(Post 10412453)
... around 3K bps. That is one '10 millionth' of the potential bandwidth of a connection on INMARSAT's new Global Express SATCOM just tested at 330Mbps.
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Originally Posted by JCviggen
(Post 10412348)
If that earlier picture shows the main crash site I wonder if there is anything left of the FDRs.
Required impact tolerance is above 3400G. Almost impossible to exceed (930km/h to 0km in 1 meter) More dangerous is high temperature and here think it's very unlikely boxes were exposed to fire - since probably both plunged into the soil. |
Global News (Canada) has video showing locals walking on the site of the wreckage.
Not enough posts to add the link here. |
Is this the same Ethiopian Airlines that only pays 8000USD to its 737 Captains and doesnt pay until Final Line Check and keeps extending that FLC so that payment can be delayed?Actions have consequences.
Treat your crews and passengers well.Or pay the price. |
Originally Posted by bunk exceeder
(Post 10412273)
So they never got to 10,500, hence no turn. Where FR shows the flight ending and Bishoftu are NOT the same place. It has a “density altitude” feel to it. You know, the guy who shoots a moose and loads it into his Piper Cub, grossly overloading it, on a hot and high day. He gets just enough juice to lift off in ground effect but is never able to climb out of it. Trees getting bigger.... Was the correct Perf data entered into the FMC? As trees get bigger, the temptation to pull back more, despite insufficient power, becomes enormous, hence many of these things ending in a stall/spin situation. Then there’s that MCAS “unpublicized” feature. This explains it well: https://theaircurrent.com/aviation-s...em-mcas-jt610/ If, meaning IF, they had insufficient power and pulled back a bit too much, right into the MCAS zone of operation, which would definitely not help right then, well, there are a couple of potential links in the old chain. Or Swiss cheese holes. I’m surprised that a thing that moves your trim around when you’re in a bad corner of the envelope could be deemed as too much information for the pilots, hence not make it into the manual. https://i.imgur.com/Rq95L56.png This is highly unusual, right? Aviators have been expected and encouraged to learn such things. |
Originally Posted by NAROBS
(Post 10412510)
You're having a giraffe ? Presumably crashed fully fuelled. Locals said they couldn't get near it for some time because of the conflagration. And the fire appears to have been hot enough to disappear any vestige of the alu/mag structure of the aircraft. What chance any plastic and resin parts in the digital recorders e.g. circuit boards and components.
N |
Originally Posted by JamesT73J
(Post 10412509)
From that article:
https://i.imgur.com/Rq95L56.png This is highly unusual, right? Aviators have been expected and encouraged to learn such things. No, this is actually the modus operandi for all modern jets. Give the pilots basic background knowledge about the plane and an QRH that covers most failures. Giving pilots to much information can lead to over-analysis and wrong decisionmaking. |
The first thing I thought when I saw the photo of the CEO in the crater was what was he doing there? Can you imagine that being allowed in the UK? This is quite possibly a crime scene and yet evidence is being handled by people who have no right (by our standards) being there.
Cordon it off, move everyone well away and let the proper authorities deal with it. |
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