Germanwings U4 9525 - Fourth VHF Radio Must Be Installed Outside Flight Deck for Emergency Communications by Flight Attendants

 

 

Chegou a hora das empresas de linhas aéreas instalarem outro rádio VHF (do mesmo que existe no cockpit) no painel de comunicação das Aeromoças (Comissárias de Voo).

Está se tornando notícia rotineira um dos pilotos ficar do lado de fora do 'flight deck' porque o outro piloto dentro do cockpit trancou a porta propositalmente e levou o avião para destruição e morte de todos os passageiros e demais tripulantes.

Eu sugiro que um quarto rádio VHF seja instalado obrigatoriamente do lado de fora do 'flight deck', assim o piloto que não conseguir retornar para o seu cockpit chamará o Controlador de Tráfego Aéreo e anunciará a INTERFERÊNCIA ILICITA.

Esse quarto rádio VHF também servirá para as aeromoças chamarem o ATC no caso de nenhum dos pilotos dentro do flight deck não responder as chamadas delas através do intercomunicador localizado no painel de comunicação para elas, o qual já existe na cabine de passageiros.

Esse quarto rádio VHF deve ser independente dos outros três VHF existentes no flight deck, assim o piloto trancado dentro do cockpit não poderá desligá-lo.

 

 

The time has come for the airline companies to install another VHF radio (as the same that exists in the cockpit) in the Stewardesses (Flight Attendants) communication panel outside flight deck. It's becoming routine news one of the pilots stay on the outside of the ' flight deck ' because the other pilot in the cockpit deliberately locked the door and took the plane to destruction and murder of all passengers and other crew members.

I suggest a fourth VHF radio must be installed outside of the ' flight deck ', so the pilots who cannot return to  their cockpit will call the Area Air Traffic Control and announce ILICIT interference.

This fourth VHF radio communication outside flight deck will also serve for Flight Attendants to call the ATC in case none of the pilots in the flight deck do not respond calls to them through the intercom communication Panel, which already exists in passengers cabin. This fourth VHF radio must be independent of the other three existing VHF radios on the flight deck, so the pilot locked inside the cockpit can't turn it off.

From now on, ATC takes over like that:

MH370 U-Turn and Journalists' Lack of Aviation Knowledge

With no new information but a 24-hour news cycle to fill, reporters have made themselves the star of the story for the missing Malaysia Airlines passenger jet, written by ABC's Stephen McDonell.

Based on article by Chris Goodfellow about Malaysia Airlines Flight MH370.

He was a very experienced senior Captain with 18,000 hours.

“The left turn is the key here”, said Captain Chris Goodfellow.

It was an interesting approach, but journalists around the world have been stuck on a supposed “erroneous” abrupt turn to West.

No, definitely not, it wasn’t an erroneous or non-intentional turn towards West.

Following is the Ipsis Litteris procedure for diverting in case of Depressurization or Rapid Descent (from B777-200ER Flight Crew Operations Manual)

Loss of Pressurization
Turn 90 degrees perpendicular to track and commence an Emergency Descent
to FL140 / 14,000 feet or MEA (Minimum En-Route Altitude), whichever is higher. Declare an emergency and divert if necessary. Be aware of high terrain on many ETOPS routes, including Greenland, Iceland, Canada, Alaska, and Russia. Selection of the TERR button will enhance situational awareness in high terrain areas.

On FMC:
Select the desired option, and then:
DIVERT NOW Key (6R) ...........................................................................PRESS
EXEC Key ...............................................................................................PRESS
Check that the now modified route to the new destination changes to active
route (solid magenta line) on the ND. [Navigation Display]
Note: Using the aforementioned procedures diverts the aircraft to the
ALTERNATE AIRPORT – not – to a navigation facility. It is then
necessary to correct the route and arrival as required to comply with
subsequent ATC clearances, arrival, and approach considerations.

ALTERNATE AIRPORT - as shown on FMC (CDU screen).

It is very, very important to divert to ALTERNATE AIRPORT shown by FMC because the computer has already calculated what is the best airport option for landing the plane within the Actual Landing Weight.
It is very nice for flight crew since the normal flight is in progressing, the FMC is calculating the actual aircraft weight and pointing out (*)  the best runway on both left and right side of the flown route to land the plane in case of an emergency. It is a good help for that pilot's concern about 'where to land in case of emergency". The pilot only needs to press a button (LSK, or RSK) for selecting the best airport suggested on CDU screen. The best airport is the one with longest airstrip.

Pilot's mind is always thinking of "where to land in case of an emergency". That is the first concern in aviation course.

I believe something very unusual and dangerous has happened to the aircraft few minutes before 17:22 (UTC).

Palau Langkawi runway 03 threshold [06° 19' 33"N, 099° 43' 33"E] with 12500 feet long (3810 m) is the best option for landing a B777-200 on emergency procedure at night (within the Maximum Landing Weight range), for that plane had only flown 40 minutes after takeoff.

All landings must be on 03 runway threshold, in Palau Langkawi, it means the IFR flight approach procedure will be over sea as depicted below for aviation laymen in first image and for pilots in second one:

Supposing another problem has emerged as the aircraft approached to Palau Langkawi, that airport is opened for landings only between 2300 and 1500 UTC (07 and 23 Local Time).

It was about 17:45 UTC.

Radar Service at Palau Langkawi airport is available from 01:00 to 09:00 UTC (09:00 to 17:00 LT).
Malaysian Airlines Handling is available from 22:00 to 14:00 UTC (06:00 to 22:00 LT).
Approach Air Traffic Control Communications is available from 23:00 to 15:00 UTC (07:00 to 23:00 LT).
Operation beyond 15:00 UTC is required 8 hours prior to requesting for landing.

Depending on Chinese into English translation the phraseology published by The Telegraph journal is out of ICAO recommendation for radiotelephony communication in aviation.

Flight MH370's Radio Communications had been lost as soon as someone inside cockpit said farewell to Kuala Lumpur ATC:

"all right, good night".

Pilots should not say "all right" in any situation. 

To bid farewell, we are very used to repeat all radio frequency numbers provided by air traffic controller, on which we must call the next ATC controller as transferring communications between ATC's sectors, for example:

 "Roger, one, two, five, decimal, three, two, five, good night", or

 "Wilco, one, two, five, decimal, three, two, five, good night".

Roger, means “I have received all of your last transmission.”

Note:  Under no circumstances to be used in reply to a question requiring “READ BACK” or a direct answer in the affirmative (AFFIRM) or negative (NEGATIVE).

Wilco, means abbreviation for “will comply”. “I understand your message and will comply with it.”

In this supposed scenario the flight crew likely didn't get any contact with ATC, so it rested to flight crew to continue the flight heading to VAMPI airway fix.

It is very clear who was the decision maker (on flight deck, or outside, or on the ground) for aircraft destination very likely didn't want to return to Kuala Lumpur airport, so he/she decided to try to land in Port Blair airport in Andaman Islands, in which the runway is 10,600 feet long, so the aircraft took the airway to Andaman Islands.

News about the plane has climbed up to 45000 feet (Service Ceiling for this aircraft is 43100 feet) for 5 minutes it does not characterize an attempting to kill all passengers due to Oxygen  supply failure to passenger's oxygen masks. It's true a pilot can block manually oxygen flow to passenger's masks as in sort of emergency.
If the flight crew really descended to 5000 feet trying to keep the plane from military radars signals, fuel consumption would increase from 13000 pounds per hour (at flight level 35000 feet, cruise altitude) to 20000 pounds (at 5000 feet) above sea level. In that situation the plane would reach only 800 nautical miles after Palau Langkawi airport in direction to Port Blair airport.
  

If a flight is observed by radar or otherwise determined to be 25NM or more off its cleared track (20NM in the Caribbean and the Pacific), ICAO rules require that ATC initiate a “Gross Navigation Error Report.” ATC will advise the flight crew that a gross navigation error report is to be made. The pilot will be asked for his comments concerning the situation. ATC includes these comments in the report. The Captain and the FAA are required to respond to this report.

It isn’t conceived there would be fire on board and the plane continued flying for 7.5 hours.

It is reasonable thinking of someone among passengers (went on board or not) had participation on these events linked to someone on ground.

All Older Boeings 737-300, -400, and -500 Are Under Emergency Fuselage Inspection

FAA issues airworthiness directive for Boeing Model 737-300, -400, and -500 series airplanes.

FAA emite diretriz de aeronavegabilidade para modelos de aviões Boeing séries 737-300, -400 e -500.

Vídeo mostrando a extensão da avaria  Youtube video

• Airworthiness Directive 2011-08-51 FAA Diretriz de Aeronavegbilidade

Data: 05 ABRIL 2011

Diretriz de Aeronavegabilidade

Esta emergência foi resultada de um relatório indicando que um Modelo de  Boeing série 737-300, matrícula N632SW, experimentou uma descompressão rápida quando uma junção na cobertura do teto na corda S-4L entre a estação (BS) 664 e BS 727 rachou e abriu. A investigação mostrou que a rachadura foi localizada na superfície inferior da fileira de fixadores. A aeronave tinha acumulado 39.781 ciclos totais de voo e 48.740 horas totais de voo. Esta condição, se não corrigida, poderia resultar numa descompressão descontrolada no avião. Devido à junção na cobertura e a configuração do rasgão ser o mesmo nos modelos de Boeing das séries 737-400 e -500, estas aeronaves podem estar sujeitas à condição da insegurança identificada.

The Southwest Airlines jet forced to land last week after a gash opened in its fuselage had made an average of seven flights a day over its 15 years of service - a demanding schedule for any jetliner.

O avião da Southwest Linhas Aéreas forçado a pousar na última semana após um talho aberto na sua fuselagem tinha feito uma média de sete vôos por dia durante seus 15 anos de serviço – um programa de demanda para qualquer jato de linha aérea.

Federal Aviation Administration officials disclosed Tuesday that the Boeing 737-300 had flown 48,740 hours over its lifetime and gone through 39,781 flight cycles -- takeoffs and landings that tend to place the most stress on a plane's fuselage along with changes in cabin pressures.

Agentes da FAA revelaram na Terça-feira (5) que o Boeing 737-300 tinha voado 48.740 horas durante seu tempo de serviço e atingido 39.781 ciclos de vôo – decolagens e pousos que tendem a colocar o maior estresse na fuselagem do avião acompanhado de mudanças na pressão da cabine.

Aviation experts had initially speculated that the wear and tear Southwest planes typically endure - making an average of six flights per day - contributed to the incident. Southwest is the leading low-cost carrier in an industry that is highly competitive.

Especialistas em aviação tinham inicialmente especulado que o uso e o rasgão nos aviões que Southwest tipicamente sofreram – fazendo uma média de seis vôos por dia – contribuiu para o acidente. A Southwest é a líder de empresas aéreas de baixo-custo numa indústria que é altamente competitiva.

Flight 812, bound from Phoenix to Sacramento, had 118 passengers aboard when it made a safe emergency landing in Yuma, Ariz., Friday. There were no serious injuries.

After the incident, Southwest cancelled about 630 flights and inspected its 78 Boeing 737s, finding five others with fuselage cracks. The airline resumed normal flight operations Tuesday.

O Voo 812, saiu de Phoenix para Sacramento, tinha 118 passageiros a bordo quando ele fez um pouso de emergência em Yuma, Arizona, na Sexta-Feira (1). Não houve feridos graves.

Após o acidente, a Southwest cancelou cerca de 630 voos e inspecionou seus 78 Boeings 737s, encontrando cinco outros com rachaduras na fuselagem. A empresa aérea assumiu operações normais de vôo na Terça-feira (5).

Also on Tuesday, the FAA ordered all airlines to conduct detailed inspections within five days of older model Boeing 737-300s, 400s and 500s that have logged more than 35,000 flight cycles. The directive also requires airlines to check heavily-used 737s before they reach 30,000 cycles and orders that the older planes, which are mostly owned by Southwest, be re-inspected every 500 cycles.

Também na Terça-feira (5), a FAA ordenou a todas empresas de linhas aéreas a conduzir inspeções detalhadas dentro de cinco dias nos modelos antigos de Boeing 737-300, -400 e -500 que tenham acumulado mais que 35.000 ciclos de vôos. A diretriz também exige que as empresas verifiquem os Boeings 737 com uso pesado antes que eles atinjam 30.000 ciclos e ordena que os aviões mais velhos, os quais são principalmente pertencentes à Southwest, sejam re-inspecionados a cada 500 ciclos.

Paul Richter, chief project engineer for 737s at Boeing, said during a media briefing that the fatigue cracks suspected in the Southwest rupture occurred sooner than Boeing expected in the life of the plane. The company also issued a service order instructing airlines to check their planes.

Paul Richter, engenheiro chefe de projeto dos 737s na Boeing, disse durante uma explanação à mídia que a suspeitadas rachaduras por fadiga na ruptura do avião da Southwest ocorreram mais cedo do que o esperado na vida do avião. A companhia também emitiu uma ordem de serviço instruindo empresas aéreas  verificarem seus aviões.

FAA officials estimate that about 175 planes will be affected worldwide, including 80 in the United States. Domestic airlines must comply with the directive, whereas foreign carriers often honor the orders voluntarily.

Agentes da FAA estimam que cerca de 175 aviões serão afetados mundialmente, incluindo 80 nos Estados Unidos. Empresas de Linhas Aéreas Domésticas devem sujeitar-se à diretriz, enquanto empresas estrangeiras frequentemente honram as ordens voluntariamente.

Southwest Airlines Flight 812, a Boeing 737 carrying about 118 people out of Phoenix for Sacramento, Friday, diverted to Yuma Marine Corps air station in Arizona after an in-flight fuselage rupture caused rapid decompression at 36,000 feet. Passengers who called in to local news stations said a six foot long gash opened with a loud bang in the top of the cabin. They said the sky was visible through the opening and that some passengers lost consciousness during the rapid descent to 11,000 feet. According to Southwest, a flight attendant was the only one aboard to have suffered an injury. One passenger who saw the flight attendant speculated that the crewmember may have broken his nose. The NTSB has sent a Go Team to investigate the fuselage rupture.

Southwest Airlines Voo 812, um Boeing 737 carregando cerca de 118 pessoas de Phoenix para Sacramento, na Sexta-feira (1) alternou para estação aérea Yuma Marine Corps, no Arizona após uma ruptura da fuselagem em voo causando descompressão rápida a 36.000 pés. Passageiros que foram entrevistados por telefone pelas emissoras de notícia disseram que um talho abriu com 1,80 m com um estrondo antes no topo da cabine. Eles disseram que o céu estava visível através da abertura e que alguns passageiros perderam a consciência durante a descida rápida para 11.000 pés. De acordo com a Southwest, uma comissária de voo foi a única a bordo a sofrer ferimento. Um passageiro que viu a comissária de voo, especulou que a comissária pode ter quebrado seu nariz.