quarta-feira, 25 de fevereiro de 2009

Turkish Airlines Flight TK 1951 crash - Schiphol - Amsterdam

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METAR 250955Z 21010kKT 4500 BR BKN007 OVC008 05/04 Q1027 TEMPO 2500

TAF 250522Z 2506/2612 22008KT 6000 BR FEW012 BKN016 BECMG2508/2511 SCT004 BKN006 TEMPO 2508/2521 4000 BR -DZ PROB30 TEMPO 2508/2514 1200 -DZRA SCT002 BKN003 BECMG 2511/2514 24012KT BECMG 2523/2602 27015KT BECMG 2602/2605 9999 NSW FEW020 BECMG 2608/2611 28017G28KT
DECODING [decodificação] Horários de Greewich. Para o Brazil GMT -3

METAR 250955Z 21010KT 4500 BR BKN007 OVC008 05/04 Q1027 TEMPO 2500 [ METAR é uma OBSERVAÇÃO]

Dia 25 FEV 0955 Zulu (hora em Greenwich]
Vento de 210 graus com 10 Knots
Visibilidade 4500 metros
Névoa úmida
Primeira camada de nuvem NUBLADO [5 a 7 oitavos] a 700 pés
Segunda camada de nuvem ENCOBERTO [8 oitavos] a 800 pés
Temperatura do Ar 5 graus positivos
Temperatura do Ponto de Orvalho 4 graus positivos
Ajuste do Altímetro 1027 hectoPascal

TENDÊNCIAS [Mudanças esperadas]
TEMPO [mudanças temporárias menores que 1 hora cada uma e a soma de todas não alcança metade do período total previsto]
Visibilidade 2500 metros

TAF 250522Z 2506/2612 22008KT 6000 BR FEW012 BKN016 BECMG 2508/2511 SCT004 BKN006 TEMPO 2508/2521 4000 BR -DZ PROB30 TEMPO
2508/2514 1200 -DZRA SCT002 BKN003 BECMG 2511/2514 24012KT BECMG 2523/2602 27015KT BECMG 2602/2605 9999 NSW FEW020 BECMG
2608/2611 28017G28KT [TAF é uma PREVISÃO]

Dia 25 FEV 0522Z [hora em Greenwich]
Validade das 06 horas do dia 25 FEV até 12 horas do dia 26 FEV
Vento de 220 graus com 8 Knots
Visibilidade 6000 metros Névoa Úmida
Primeira camada de nuvem ESPARSA [1 a 2 oitavos] a 1200 pés
Segunda camada de nuvem NUBLADO [5 a 7 oitavos] a 1600 pés

BECOMING [alcança ou ultrapassa valores estabelecidos mudando de forma gradual DURANTE o período que NÃO deve exceder 2 horas]

Horário das 08 horas até 11
Primeira camada de nuvem ESPARSA [1 a 4 oitavos] a 400 pés
Segunda camada de nuvem NUBLADO [1 a 7 oitavos] a 600 pés

TEMPO [flutuação temporária e apenas o elemento esperado mudar é informado]
Dia 25 FEV das 08 até 21 horas
Visibilidade 4000 metros
Névoa ÚmidaChuvisco Leve
Probabilidade de 30% do fenômeno acontecer

TEMPO [outra flutuação temporária]
Dia 25 FEV das 08 até 14 horas
Visibilidade 1200 metros CHUVISCO e CHUVA Leve [o fenômeno predominante é informado primeiro, -DZ]
Primeira camada de nuvem ESPARSA [1 a 4 oitavos] a 200 pés
Segunda camada de nuvem NUBLADO [1 a 7 oitavos] a 300 pés

BECOMING [mudança gradual]
Dia 25 FEV das 11 até 14 horas Vento de 240 graus com 12 Knots

BECOMING (mudança gradual]
Dia 25 FEV das 23 até 02 do dia 26 FEV
Vento de 270 graus com 15 Knots

BECOMING [mudança gradual]
Dia 26 FEV das 02 até 05
Visibilidade maior que 10000 Km nos setores NORTE até SUDOESTE
Primeira camada de nuvem POUCAS [1 a 2 oitavos] a 2000 pés

BECOMING [mudança gradual]
Dia 26 FEV das 08 até 11 horas
Vento de 280 graus com 17 Knots e RAJADAS de 28 Knots

sexta-feira, 13 de fevereiro de 2009

Continental Flight 3407 Transcript - Last Moments

Continental Airlines ( a COLGAN ) plane involved is similar to this aircraft
NTSB last briefing:
NASA video teaches dangers of tailplane icing
NTSB previus briefing:
Investigators have gathered evidence that pilot commands not a build up of ice on the wings and tail.
The flight data recorders show that the flight was routine until roughly a minute before impact, when the crew lowered the landing gear and extended the flaps.
Almost immediately, the airspeed bled off and the stick-shaker activated, followed by a stick-pusher that automatically lowered the nose. It appears the captain pulled back on the stick with enough force to overpower the pusher and added power, causing a 31-degree pitch-up. The wings immediately stalled, and the airplane whipped to the left, then entered a steep right turn. The pilots continued to fight with the controls, and they were starting to recover when they "ran out of altitude.
NTSB previous briefing:
The crew got a stall warning and the stick pusher engaged but still the aircraft pitched upward 31 degrees before turning almost 180 degrees and dropping onto a house near the outer marker for Buffalo Niagara International Airport. The sequence of events, which included a 45-degree dive with a 106-degree right bank ended 26 seconds later.
The aircraft's anti-icing system had been ON for most of the flight and, while both pilots discussed the "significant" icing their aircraft was experiencing, at no time did they use the "severe icing" descriptor that is the official notification of flight-threatening buildup.
"They [the crew] didn't say that it was severe icing....The weatherman didn't say that it was severe icing."
The last radar hit showed the aircraft with a forward speed of only 100 knots and it lost 800 feet in five seconds.
The autopilot was ON for part of the sequence and the engines were set to full power just before impact.
NTSB previous briefing:
Crew briefed ILS approach to runway 23 in Buffalo and
discussed visibility 3 miles, snow and mist at 16000, visibility hazy so requested 12000 shortly after cleared to 11000, FDR showed airframe de-ice selected ON, followed by a cockpit discussion of significant ice on windshield and leading edge of wings.
Final events timeline:
End-of-recording minus 1 min: landing gear selected down
End-of-recording minus 40 secs: flaps 15 selected
"within seconds of flap selection": "series of severe pitch and roll excursions"
"shortly after that": crew attempted to raise flaps and gear "just before the end of the recording"

Last moments of Flight 3407 (many other ATC-Flights transmissions have been left out)

Transcript of communications with Air Traffic Control February 13, 2009
4:38 - ATC: colgan 3 40 7 proceed direct to TRAVA

4:58 - ATC: colgan 3 40 7 descend and maintain 6,000

8:39 - ATC: colgan 3 40 7 descend and maintain 5,000

8:40 - 3407: 5,000 for colgan 3 40 7

9:09 - ATC: colgan 3 40 7 descend and maintain 4,000

12:14 - ATC: colgan 3 40 7 descend and maintain 2,300

12:19 - 3 40 7

12:39 - ATC: colgan 3 40 7 turn left heading 330

12:42 - 3407: left heading 330 colgan 3 40 7

14:04 - ATC: colgan 3 40 7 turn left heading 310

14:07 - 3407: left heading 310, colgan 3 40 7

15:08 - ATC: colgan 3 40 7 3 miles from KLUMP turn left heading 260? maintain 2300 till established localizer and cleared ils runway 23

15:17 - 3407: left 260, 2,300 til established and cleared ils 23 approach, colgan 3 40 7

16:02 - ATC: colgan 3 40 7 contact tower 120.5 have a good day

16:08 - 3407: colgan 3407

17:01 - ATC: colgan 3 40 7, approach

17:22 - ATC: colgan 3 40 7, Buffalo

17:24 - ATC: colgan 3 40 7, approach

17:33 - ATC: DELTA 1998, look out ur left side about 5 miles for a dash 8, should be 2300 feet, see anything there?

17:40 - DELTA 1998: uh! negative, DELTA 1998, we're just in the bottoms and nothing on the TCAS

17:48 - ATC: Colgan 3 40 7, Buffalo

20:12 - ATC: Colgan 3 40 7, Buffalo tower, how do you hear?

20:27 - ATC: this is ground communication, I need to talk to someone at least 5 miles NorthEast, OK possibly clearance, that area right there, akron area, either state police or sheriff's department, I need to find if anything's on the ground. This aircraft was 5 miles out and all of a sudden we have no response from that aircraft

20:46 - ???: all I can tell you is that aircraft over the marker and we're not talking to them now

20:52 - ???: k

21:04 - ATC: Delta 1998, you getting any icing where you're at?

21:05 - Delta 1998: uh, we're picking up on the way down - I dont think we're building anymore here, but about uh 6500 down to 3500 maybe?

21:13 - ATC: thank you sir

21:17 - ATC: Delta 1998, there's gonna be a delay, I'm gonna bring you back around, expect a hold over KLUMP
21:22 - Delta 1998: alright we'll expect a hold over KLUMP, delta 1998

21:46 - apparently we have an emergency sir, I'll get back to you as soon as I can

23:57 - ATC: for all aircraft, this frequency - we have a Dash-8 over the marker that didn't make the airport. he appears about 5 miles away from the airport. delta 1998, I'm gonna bring you in sir, on the approach. um! if you could just give me a fire up when you get to 2300 and if you have any problems with the localizer or anything, let me know - however we're showing it all in the green here.
24:22 - 1998: will do

24:45 - ATC: Delta 1998, 6 miles from KLUMP maintain 2300 until established on a localizer, clear to ILS approach runway 23

24:54 - delta 1998: ILS 23 and we're still in the imc here, 2300 DELTA 1998

25:00 - atc: are you getting any kind of icing or anything there?

25:03 - DELTA 1998: uhh! It doesn't appear to be building, we have a 1/2..1/4 inch from the descent that has remained this whole time

25:11 - atc: thank you
25:13 - ATC: Cactus 1452 turn right heading 220 to intercept LOCALIZER

25:18 - cactus 1452 intercept LOCALIZER cactus 1452 and we've been picking up ground lights here for the last or 10 minutes

25:25 - atc: okay, stand by right for our ice report

25:36 - atc: who was that?

25:39 - cactus 1452: '52 sir, we've been getting ice since about 20 miles south of the airport

25:46 - atc: - cactus 1452 OK, if you can let me know when you get out of the icing, aircraft coming up from the south was reporting that earlier

25:25 - atc: DELTA 1998, if you could, just disregard the auto land sir, contact 120.5 just let him know if you have any variation in the LOCALIZER or anything

26:34 - DELTA 1998: -5 OK, DELTA 1998, thanks

27:05 - ???? ...any kind of information you can get, we'd appreciate it

27:12 - ???? sir, right now, 2300 seems pretty clear here

28:05 - atc: cactus 14 52, thanks for your help, we appreciate it, contact tower 130.5

28:12 - cactus: ..5 for cactus - did you find Colgan?

28:14 - atc: uhhhh! unfortunately they said he went down right over the marker KLUMP

29:17 - cactus 14 52: tower, cactus 14 52 is coming up on the marker, we saw the ground, you guys know whats going on?

29:24 - tower: cactus 14 52, Buffalo tower 126.15 going right 23, you are clear to land, yes sir, we are aware

29:29 - cactus 1452: k

KBUF 130454Z 26014KT 3SM -SN BR SCT011 OVC021 01/00 A2983 RMK AO2 SLP109 P0004 T00060000 401060000=
Dia 13 23:54 Local (-5 horas em relação a Greenwich), Vento de 260 graus com 14 Knots, Visibilidade 4956 metros, Neve leve, Névoa úmida, Primeira camada de nuvens ESPARSAS a 1100 pés, segunda camada de nuvens ENCOBERTA a 2100 pés, temperatura 1 grau positivo, temperatura do Ponto de orvalho 0(zero) grau, Ajuste do altímetro 29.83 polegadas de Hg, Observação: AO2 = o sitio da observação tem sensores AUTOMATIZADOS de precipitação, Pressão ao Nível do Mar 109

KBUF 130354Z 24011KT 3SM -SN BR SCT011 OVC021 01/M01 A2981 RMK AO2 SLP103 P0002 T00061006=

KBUF 130254Z 24015G22KT 3SM -SN BR FEW011 BKN021 OVC027 01/M01 A2979 RMK AO2 SLP097 P0001 60004 T00061006 51015=

KBUF 130154Z 24015G23KT 3SM -SN BR FEW011 OVC021 01/M01 A2978=

-SN = Neve Leve

terça-feira, 10 de fevereiro de 2009

ANAC - Consulta Pública contra Pilotos CIVIS

Esta imagem é apenas um Modelo do Formulário de Consulta Pública da ANAC.
Use o link no final do Post para baixar o Formulário em branco.


É hora de darmos a nossa opinião.

A ANAC abriu Consulta Pública em 04 FEVEREIRO 2009

A idéia proposta já consta da minuta de mudança da Regulamentação, se aprovada, qualquer piloto militar poderá assumir os controles de uma aeronave de empresa COMERCIAL em voo regular, tomando o lugar do co-piloto.

Basicamente o militar voaria pela empresa, mas por ser militar continuaria sendo remunerado pela FAB. Receberiam o treinamento e formariam um batalhão de pilotos à disposição das empresas comerciais.

Se isso for aprovado corre-se o risco das empresas darem preferência aos militares para corte de gastos.
A proposta é para adicionar o seguinte parágrafo na seção 121.545 do RBHA.

(d) um piloto das Forças Armadas, autorizado pelo detentor do certificado de empresa de transporte aéreo operador da aeronave e pelo piloto em comando, e devidamente qualificado, conforme Programa de Treinamento aprovado do operador da aeronave.

Qualquer um pode participar da Consulta Pública, não precisa ser piloto, e dar a sua opinião a respeito disso, basta acessar o link:

Fça o download do formulário que está no formato .DOC do WORD, preencha e o envie para o e-mail especifico grsso@anac.gov.br

Baixe aqui o Formulário ANAC Consulta Pública e veja na imagem deste Post o modelo do formulário.
Não esqueça de REDIGIR sua sugestão para o TEXTO proposto a ser incluído na regulamentação.