Leszállás az égei tengeri Skiathos szigetének 20-as pályájára...
...majd felszállás ugyaninnen, orral a helyi szpotterek "harcállása" felé:
A következő címkéjű bejegyzések mutatása: Boeing. Összes bejegyzés megjelenítése
A következő címkéjű bejegyzések mutatása: Boeing. Összes bejegyzés megjelenítése
Leszállás Linzben B737-essel
Leszállás a felső-ausztriai Linz 26-os pályájára a bolgár Cargoair B737-300-as tehergépével..
[Grasshoppair presents...] #419-420 Landing in Hollywood
Approach, landing (on RWY10R) and taxi to gate at Fort Lauderdale - Hollywood International Airport (FLL/KFLL)..
Case Study: the Charkhi Dadri Mid-Air Collision
Download it:
https://drive.google.com/file/d/0B8aiechh7K6iU1M4T2o4bDZWUUk/view?usp=sharing
[Final report] Britannia Airways Flight 226A
Download it (report + appendices):
https://drive.google.com/file/d/0B8aiechh7K6iaURtVHQ2Yy1sY1U/view?usp=sharing
BY 226A
 |
| G-BYAG beyond economic repair... |
Flight history
The holiday charter flight was landing at night, through thunderstorms with heavy rain at 21:47 UTC (23:47 local). Several preceding flights had diverted to Barcelona and this was planned as BY226A's alternate. The weather prior to the landing approach was reported as:
Surface wind 350/6 kt, visibility 4 km, thunderstorm with heavy rain, cloud 3–4 octas at 1,500 feet, 1–2 octas cumulonimbus at 3,000 feet, 5–7 octas at 4,000 feet, temperature 20 °C/ dewpoint 20 °C, QNH 1010 mb, remarks recent rain.
Accident sequence
The crew initially executed the VOR/DME non-precision instrument approach procedure to runway 02. Upon becoming visual, the crew determined that the aircraft was not adequately aligned with the runway and initiated a missed approach. A change in wind direction now favoured the opposite runway, so the aircraft was positioned for an ILS (Instrument Landing System) approach to runway 20. The aircraft descended below cloud and became visual with the runway at around 500 feet (150 m) above ground level. At a late stage in the final approach, the airfield lighting failed for a few seconds. The aircraft touched down hard, bounced, and made a second heavier touchdown causing substantial damage to the nosewheel and its supports. This caused further damage to the aircraft systems, including loss of electrical power, interference with controls and an uncommanded increase in thrust.
 |
| Scene beyond the airport perimeter fence |
Damage was substantial: the fuselage was fractured in two places and the landing gear and both engines detached. Despite considerable damage to the cabin, the crew evacuated the aircraft efficiently. However, 3 of the 8 emergency exits could not be opened and several escape slides did not inflate (though with the fuselage sitting on the ground this was not a great problem).
 |
| Hard to find if you don't know where to search for it |
Post-crash
There were no immediate fatalities and the injuries were few: 2 serious and 42 minor. However, one passenger, who had been admitted to hospital with apparently minor injuries and discharged the following day, died five days later from unsuspected internal injuries.
Airport authorities were criticised after the accident, particularly for the fact it took rescue crews more than an hour to reach and evacuate the scene. Indeed, at least one passenger actually walked across the airfield to the terminal to seek help.
Investigation and final report
The accident was investigated by the Spanish Civil Aviation Accident and Incident Investigation Commission (CIAIAC). In its final report, the CIAIAC's finding was:
"It is considered that the most probable cause of the accident was the destabilisation of the approach below decision height with loss of external visual references and automatic height callouts immediately before landing, resulting in touchdown with excessive descent rate in a nose down attitude. The resulting displacement of the nose landing gear support structure caused disruption to aircraft systems that led to uncommanded forward thrust increase and other effects that severely aggravated the consequences of the initial event."The following contributing factors were also determined:
- Impairment of the runway visual environment as a result of darkness and torrential rain and the extinguishing of runway lights immediately before landing.
- Suppression of some automatic height callouts by the GPWS "SINK RATE" audio caution.
- The effect of shock or mental incapacitation on the PF (Pilot Flying) at the failure of the runway lights which may have inhibited him from making a decision to go-around.
- The absence of specific flight crew training in flight simulators to initiate a go-around when below landing decision height.
- Insufficient evaluation of the weather conditions, particularly the movement and severity of the storm affecting the destination airport."
Source:
https://en.wikipedia.org/wiki/Britannia_Airways_Flight_226A
[Grasshoppair presents...] Stunning approach to Kos
Our landing on beautiful Kos island's RWY32.. :)
[Grasshoppair bemutatja...] Cloudy welcome at Innsbruck
Leszállásunk a 08-as pályára.. :)
Felszállás:
https://www.youtube.com/watch?v=jynwLt2DPFY
Felszállás:
https://www.youtube.com/watch?v=jynwLt2DPFY
747 “D” Inspection
One 747-200 had accumulated 36,000 hours in eight years when it hit the hangar for a “heavy” checkup, also called a “D” inspection. The big D is a really big deal that can take up to a month or more and cost upwards of $2 million. See what it takes for this Boeing behemoth to get a clean bill of health.
What Does It Take To Keep Them Flying?
Ladies and gentlemen, welcome to New York City's John F. Kennedy Internation al Airport." That announcement to arriving passengers marks the beginning of a flurry of activity in and around the aircraft as its occupants leave. Have you ever wondered what happens to the plane at this point?
Commercial aircraft make money only while flying passengers or cargo, not while sitting on the ground. Therefore, airlines aim for the highest possible utilization of their fleets. As passengers wait for their baggage, the aircraft is being swiftly prepared for the next flight. Mechanics swing into action by reviewing the aircraft log for any mechanical problems noted by the last flight crew. Any matters affecting the safe operation of the plane, also called nogo items, are corrected.
The aircraft's wheels, tires, brakes, and engine oil levels are checked. Cleaning crews tidy up the passenger cabin. The kitchen units, or galleys, are resupplied with food and beverages. Fuel is pumped into the wing tanks. Before the aircraft is again ready for departure, the flight crew performs an exterior walkaround inspection, checking for any conditions that might compromise safety.
This turnaround service and immediate maintenance is performed on thousands of aircraft every day. But that is only a tiny fraction of what it takes to keep a large passenger plane safe to fly. Just as automobiles need periodic servicing, airplanes regularly require a series of extensive and expensive maintenance checks. Who perform these aircraft maintenance services? How is the work carried out?
How the Planes Are Kept Airworthy
According to the U.S. Air Transport Association, member airlines carry more than 95 percent of the air traffic, both passenger and freight, in the United States. In 1997 those airlines had about 65,500 aircraft mechanics on the job. Along with engineers and other maintenance personnel, the aircraft mechanics' mission is to keep the aircraft airworthy and to ensure passenger comfort. That means inspecting, repairing, and overhauling the multitude of specialized parts —the machines within the machine—that make an airplane fly.* Such scheduled maintenance includes everything from overhauling jet engines weighing over four tons to replacing wornout cabin carpets.
* A 747-400 has six million parts, half of which are fasteners (rivets and bolts), and 171 miles of electrical wiring.
Most mechanical problems get immediate attention. However, the aircraft maintenance program schedules other maintenance on the basis of the number of months the aircraft has been in use or the number of cycles # and the number of hours each aircraft has flown, not on the total number of miles it has flown. The program begins with maintenance recommendations made by the aircraft manufacturer to the airplane operators, which must be acceptable to government aviation authorities. Each aircraft has its own tailored maintenance program, from light to intermediate to heavy checks. These checks are designated by letters, such as A, B, C, D, L, or Q.
# A cycle equals one take-off and landing
One 747-200 took about eight years to accumulate some 36,000 hours of flying time. When it did, it was time to head to the hangar for a heavy check, sometimes called a D check. Commenting on this complex and time consuming check, Overhaul & Maintenance, an aviation management magazine, says: "The goal . . . is to, as much as possible, return an entire airframe to its original condition… A D check takes between 15,000 and 35,000 hrs. of labor, and can put a plane out of service for 15 to 30 days, or more. The total cost averages between $1 million and $2 million." "A typical D check is 70% labor and 30% material" said Hal Chrisman of The Canaan Group, an aerospace management consulting firm. Of course, some of that cost is included in your airline ticket.
What a D Check Involves
Once the aircraft is parked inside the hangar—a huge complex of aircraft service areas, support shops, and warehouses—the maintenance team goes to work. Worktables, platforms, and scaffolds are rolled into position for access to otherwise unreachable areas of the plane. Seats, floors, walls, ceiling panels, galleys, lavatories, and other equipment are opened or removed from the aircraft to permit close inspection. The aircraft is essentially gutted. Following step-by-step instructions, workers examine the aircraft for signs of metal cracks and corrosion. Whole sections of the aircraft’s landing gear, hydraulic system, and engines may be replaced. The D check requires the skills of engineers, technical writers, quality control inspectors, avionics technicians, * sheet-metal workers, and airframe and power-plant mechanics, ** most of whom are government licensed. When cabin equipment mechanics, painters, and cleaners are added, the number of personnel swells to well over 100 per day. Scores of others provide essential equipment, parts, and logistics support.
* “Avionics” is an abbreviation for aviation electronics.
**The airframe and power-plant certificate allows mechanics to approve flight work that he or she has performed on airplane structures, systems and engines.
Over time, inflight vibrations, fuselage pressurization cycles, and the jolts of thousands of takeoffs and landings cause cracks in the metal structure of the aircraft. To address this problem, aviation employs diagnostic principles similar to those used in the field of medicine. Both use such tools as radiology, ultrasonics, and endoscopy to detect what the human eye cannot see.
For a conventional medical X ray, the patient is placed between a sheet of film and an Xray beam. To Xray the landing gear, wings, and engines, maintenance inspectors use similar methods. For example, a sheet of Xray film is placed at a desired point on the engine exterior. Next, a long metal tube is placed inside the hollow shaft that runs the length of the engine. Finally, a pill of radioactive iridium 192—a powerful isotope—no bigger than a pencil eraser, is cranked into the tube to expose the Xray film. The developed film helps to reveal cracks and other flaws that may require that the engine be repaired or replaced.
During the D check, samples of the aircraft's fuel and its hydraulic fluids are sent for laboratory analysis. If microorganisms are found in the fuel sample, antibiotics are prescribed. To kill jet fuel bugs—fungi and bacteria that can get into fuel tanks through the air, water, and fuel—the tanks are treated with a biocide, a form of antibiotic. This treatment is important because the byproducts of microbial growth can corrode the protective coatings on the surface of the tanks. Fuel probes in the tanks can also be affected and thus cause the pilots to receive inaccurate fuel gauge readings.
As a result of normal wear, vibrations, and internal seal damage, fuel tanks can develop leaks. A supervisor asks his assembled D check crew, "Does anyone want to be a 'frogman'?" The joyless but necessary chore falls to John. Looking somewhat like a scuba diver without flippers, he dons special cotton coveralls, puts on a respirator connected to a fresh air supply, and takes tools, sealant, and a safety light with him. Through a small opening in the bottom of the wing, he squeezes his way into the defueled wing tank, locates the source of the fuel tank leak, and seals it.
Built into the wings of the plane, the fuel tanks of a 747 are a maze of walled compartments connected by small openings. Fuel tanks are no place for the claustrophobic. A 747-400 can hold more than 57,000 gallons of fuel. This fuel capacity makes it possible to fly extremely long routes nonstop, such as from San Francisco, California, U.S.A., to Sydney, Australia—a distance of 7,400 miles.
Three stories above the ground on the flight deck, an avionics technician inspects a built-in testpattern display on the TVlike weather radar indicator screen. Pilots use this instrument to detect and avoid thunderstorms and turbulence that may be as far as 300 miles ahead of the airplane. So when the pilot turns on the "Fasten Seat Belt" sign, he may have seen turbulence on his radar screen. However, to prevent injuries, many airlines request that when seated, passengers keep their seat belts fastened at all times, even if the captain turns off the sign. Atmospheric changes in the form of clear air turbulence are often encountered before pilots have time to turn it on.
During the D check, safety equipment, such as life vests and emergency lighting, is checked or replaced. When a check of the passenger emergency oxygen system is under way, oxygen masks dangle like oranges on branches. Jet airplanes routinely cruise at altitudes of four to seven miles above the earth, where the oxygen content and the atmospheric pressure are insufficient to sustain life. How is this problem solved? The aircraft's pressurization system draws in outside air and then compresses it. This air is finally supplied to the cabin at an acceptable temperature. If the air pressure in the cabin falls below safe levels, oxygen masks automatically drop from overhead compartments. The emergency oxygen is supplied to the passengers until the aircraft descends to an altitude where the emergency oxygen is no longer needed. On some airplanes, oxygen masks are stowed in passenger seatback compartments, not in overhead compartments. That is why it is important to pay attention to preflight passenger briefings, which identify the location of the oxygen masks.
A heavy maintenance check is also the time to install new cabin walls and ceiling panels as well as to replace carpets, curtains, and seat cushion covers. Galley equipment is disassembled, cleaned, and sanitized.
Ready to Fly
After 56 days of inspections, checks, repairs, and maintenance, the aircraft is ready to leave the hangar and resume flying passengers and cargo. Only a small fraction of the maintenance operations have been mentioned here. But before flying again, the aircraft may be test flown by a special crew to ensure that all systems function properly. It is reassuring to consider briefly how much expertise and technology go into keeping the aircraft that you fly in mechanically sound.
However, the best single tool in aircraft maintenance is said to be the human element —sharp eyes and alert minds. The trained personnel take their jobs very seriously. They know that poor maintenance can cause big problems. Their goal is to provide reliable aircraft that will speed you to your destination safely and comfortably.
Source:
http://www.aerosphere.com/html/747_d-inspection.html
(originally appeared in the September 8, 1999, edition of AWAKE! magazine)
Jumbo Jet Strip Down
BBC Two's Engineering Gaints programme features the enourmous work of a D-Check on British Airways' B747-400 G-CIVX.. :o
Multi-modal Digital Avionics for Commercial Applications
Download it:
https://drive.google.com/file/d/0B8aiechh7K6iS1ozdWo2T1pmbFU/view?usp=sharing
Avionics bay vulnerability?
As the aviation industry secures itself by ensuring passenger personal electronic devices are charged and rerouting flights around war zones, a vulnerability lurks just beneath the carpet of the venerable Boeing 777, and has attracted attention on aviation forums and social media.
In the forward galley area near the L1 door and flight deck, a small access panel sits below the carpet which acts as the gateway to the 777’s electronics and engineering bay. The bay, referred to as the ‘E/E bay’, contains many of the 777’s extremely sensitive systems. A recently posted YouTube video, below, shows how shockingly easy it is to access the E/E bay, and how seemingly little has been done to keep people out.
The systems in the E/E bay vary from fuse panels to the Airplane Information Management System (AIMS), also known as “the brains” of the aircraft. AIMS provides flight and maintenance crews all pertinent information concerning the overall condition of the airplane, its maintenance requirements and its key operating functions, including flight, thrust and communications management, according to Boeing’s description. Also in the E/E bay are several tanks containing oxygen connected to the flight crews’ masks.
Needless to say, any flight would be extremely vulnerable if a passenger were to access this bay in-flight. The vulnerability seems to exist on some Boeing 777s, 767s and 747s, as other models (including those manufactured by Airbus) have either a locked access panel, or the panel is located inside the flight deck.
A late 2013 post on pprune.org (Professional Pilots Rumor Network) notes that the E/E hatch on the Boeing 787 requires a special tool to open, but that this security feature had not trickled down to the 777 at that time. Additionally, it noted that some airlines have bolted the E/E hatch shut not because of security concerns, but due to incidents where employees would fall down the hatch when someone else was inside doing maintenance. Indeed, Boeing published this article on how crew can avoid falls through proper and consistent use of hatch barriers.
Earlier this month the popular Crikey blog suggested that the technical media “has been at pains not to discuss” an alternative access route to the cockpit for years. But Air New Zealand confirmed the security flaw in the 777, said Crikey, after news surfaced that one of its captains locked a co-pilot out of the cockpit for several minutes. A 2012 video about the 777 E/E bay notes that the breakers for the flight deck door locking system are located in the E/E bay.
Whether a lack of directive to secure the E/E bay from passenger access may be due to cost or lack of concern, it seems odd that such a public vulnerability is allowed to exist on such a popular aircraft. Will industry address this issue now?
Boeing declined to comment. The FAA did not comment.
This video shows a tour of a Boeing 777’s avionics bay. It’s particularly fascinating in that it shows how you can descend from the main cabin to the lower level through a hatch, and from there make your way to the forward cargo hold or to the outside, through a hatch close to the nose landing gear...
This is a similar video for the Airbus A330 where they actually walk from the avionics bay to the forward cargo hold...
Source:
https://aviationnotes.wordpress.com/2014/11/
https://www.runwaygirlnetwork.com/2014/07/22/will-industry-address-vulnerability-beneath-the-carpet-of-the-777/
Magassági rekorder: La Paz 'El Alto'
Leszállás a világ legmagasabban (4061,5 m) fekvő nemzetközi repülőterére az Aerosur 727-esével...
...ill. távozás a TAB Cargo DC-10-esével:
...ill. távozás a TAB Cargo DC-10-esével:
"Less, my friend...less than 20 degrees" avagy cargo 737-essel Malawiban
Leszállás az ország második legnagyobb városa, Chileka 10-es pályáján...
..majd felszállás ugyaninnen:
..majd felszállás ugyaninnen:
Feliratkozás:
Bejegyzések (Atom)