SierraEcho
Utente Registrato
Aereo JAL in fiamme a Haneda
- Autore Discussione OneShot
- Data d'inizio
Immagino però che il SMR sia controllato dalla GROUND e che, una volta rilasciato il velivolo alla TWR, quest'ultima non abbia a disposizione i movimenti a terra, ma solo le last cleared positions (C1, C3 ecc) con cui poi sequenzia decolli e atterraggi. Dico bene?
Io credo che se la Torre deve avere contezza dello stato della pista per rilasciare autorizzazioni di decollo e atterraggio, lo strumento del radar di terra possa fare al caso suo (oltre agli occhi e chissà quali altre diavolerie tecnologiche che ignoro)...
No no, normalmente la sorveglianza a terra (se presente sull’aeroporto) è disponibile in tutte le posizioni operative, ci mancherebbe.
Ti ringrazio, ma non avrei saputo scrivere nulla di meglio rispetto al contributo di CTALIRQ.
Sulla pagina FB di FR24 ricostruzione e dialoghi torre/velivoli
www.flightradar24.com
Japan Airlines Airbus A350 collides with aircraft on landing in Tokyo | Flightradar24 Blog
Updates on the major accident involving a Japan Airlines Airbus A350 operating flight JL516 to Tokyo from Flightradar24.
www.flightradar24.com
- 1 Febbraio 2012
- 12,398
- 2,514
Ma che significano quegli “Spot 18” e “Spot21” nelle comunicazioni radio?Sulla pagina FB di FR24 ricostruzione e dialoghi torre/velivoli
Japan Airlines Airbus A350 collides with aircraft on landing in Tokyo | Flightradar24 Blog
Updates on the major accident involving a Japan Airlines Airbus A350 operating flight JL516 to Tokyo from Flightradar24.
13900
Utente Registrato
- 26 Aprile 2012
- 10,152
- 7,755
Mi diceva ieri un amico pilota che "spot" dovrebbe essere lo stand di arrivo.
Parlando d'altro, una cosa che ho notato e' l'impatto che la chiusura della 16L/34R sta avendo sugli operativi. Per qualche motivo che non riesco esattamente a capire (sto chiedendo a piloti che ci volano), malgrado la 16R/34L sia lunga uguale, non e' possibile usarla per intero, o ci sono delle limitazioni di carico di qualche tipo. Per BA, il risultato e' che il 77W e' fuori limiti: il BA6 del 3 di gennaio e' stato tardato di un giorno, s'e' dovuto fare offloading di un bel po' di cargo e tutto il bailamme ha fatto si che l'equipaggio andasse fuori ore, e i prossimi BA5/6 ora sono programmati col 787-9, che sta causando ovvi casini per via della configurazione piu' piccola (8F 76J 40W 130M vs 8F 42J 39W 127M).
Ho anche visto che JL43 di oggi ha fatto HND-NRT-LHR, e cosi' e' per il JL45 HND-(NRT)-CDG, mentre AF (359) o ANA (77W) non sembrano aver troppi problemi a partire dalla nuova pista D, quella da 2500 metri.
Ultima modifica:
Il New York Times ha scovato un passeggero europeo.
https://www.nytimes.com/2024/01/03/...USguqMem0M3J7WRGJ3ifKKD_4oyGjTfrg7z6AL-zLigeg
https://www.nytimes.com/2024/01/03/...USguqMem0M3J7WRGJ3ifKKD_4oyGjTfrg7z6AL-zLigeg
A Swedish Teenager Was on Japan Airlines Flight 516. Here’s His Story.
Anton Deibe, 17, and his family were flying into Tokyo when their plane collided with a Coast Guard aircraft.
Jan. 3, 2024
Anton Deibe, 17, a high school student from Stockholm, was on a trip with his family to Japan to celebrate his father’s 50th birthday. They were among the passengers on Japan Airlines Flight 516 when it collided with a Coast Guard plane on Tuesday.
All the passengers and crew on Anton’s plane made it off alive.
Because the seating map for the plane was in Japanese, which neither Anton nor his family understand, they were not able to book seats together. Anton was sitting with his sister, Ella, 15, a few rows from the back of the plane. Ella had the window seat. Their father, Jonas Deibe, was sitting about seven rows ahead of them, and their mother, Kristin Deibe, was sitting two rows ahead of them.
They were following up a week of skiing in Niseko, Japan, with a week of sightseeing in Tokyo, which is where they were headed on Tuesday night when their plane caught fire.
“The flight was pleasant until we had almost arrived,” Anton said on Wednesday from a hotel in Tokyo. “We sat in the back on the left. Ella was looking out the window. I looked at the entertainment screen and saw that there were three minutes left until arrival. Then I leaned over to pack my jacket into my backpack.
“When I bent down, I could feel that it was extremely hot on the left side of my face. I looked to the left and saw fire and smoke outside all the windows on the left.
“Then, the plane started to shake, like there was strong turbulence. At the same time it got very hot inside and all the lights went out. It was pitch black. Not even the emergency lights shone. Only the light from the fire.”
“It feels like you can run 10 kilometers, and when I looked back and can see that we have just jumped out of a burning plane. There are firefighters and a plane is taxiing. It looks crazy,” Anton said.Deibe family
He said he thought a bird might have hit the plane, but did not know what had happened. He said he felt the wheels bounce on the runway. The plane stopped quickly, he said.
“Everyone started yelling in Japanese. I didn’t understand anything,” he said. Still, “there was a lot less commotion than I would have thought. The passengers were calm. Everyone was worried and scared, of course.”
Anton said he learned later that it was right about where he was sitting that the collision with the other plane occurred, by the engine behind the wing.
“I had no idea that we had crashed with another plane,” Anton said.
He said the passengers could see smoke outside, “but then this smoke started to creep into the cabin. It smelled burned and like chemicals.”
He said that he used his hoodie to protect his nose and mouth.
“It felt like needles in your throat,” he said.
By this point, Jonas Deibe had moved back to an empty seat by his children. The flight attendants walked through the cabin with flashlights, Anton said.
“It became more and more difficult to breathe,” Anton said. “It was awful. We didn’t know what was going to happen. We just hoped that someone would open the emergency doors so we could jump out.”
Minutes later, the emergency exit doors were opened, Anton said.
“They were screaming in Japanese. We were all bent over. I think people crawled. I think that’s what we were supposed to do. People crawled behind me. In front of me, I couldn’t see anything. Everything went so damn fast. Dad crouched in front of me. I did the same. My sister was right behind me.” Their mother followed behind.
Exiting the plane via the emergency slide was its own challenge.
“It was a long drop,” said Anton, who had hand surgery before the trip and is wearing a cast on his right hand.
Once on the ground, the family ran from the plane as fast as they could and made it to a field of tall grass.
“We just kept running. We heard the engine still running and spitting fire, big flames of fire, around the plane. We just wanted to get as far away as possible.”
Anton escaped with only the outfit he was wearing. But the family is safe and is carrying on with their Japan trip.
“It was an awful experience,” Anton said. “It felt unrealistic, like being in a movie.”
Jonas Deibe and his children, Anton and Ella Deibe, after they safely escaped the plane.Deibe family
A sto punto, il fatto che non abbiano visto il Dash e non abbiano intentato una riattaccata all’ultimo istante è stata quasi una benedizione per salvare tutte quelle anime.
Sarebbe giusto inferire che il Dash avesse il transponder inattivo perché altrimenti – per quanto nessuno dei 3 piloti l'abbia visto – quantomeno il TCAS dell'A350 avrebbe dovuto "accendersi" e segnalarlo?
ILM4rcio
Utente Registrato
Sarò ciecato io, sarà l'immagine troppo bassa di risoluzione ma nella mappa del messaggio sopra non riesco a trovare l'Holding point C5.questo sembra più veritiero, non ho le fonti perché mi appaiono su twitter sorry.
13900
Utente Registrato
- 26 Aprile 2012
- 10,152
- 7,755
È subito accando al C4, vorrei metterti la foto ma non mi fa caricare immagini
Comunque a me ha ricordato molto l'incidente dell'USAir 1493 a LAX. anche se lì la colpa era stata del controllore che si era "dimenticato" del metroliner in pista.
Ricordo che nelle indagini avevano fatto dei test su quanto. effettivamente, fosse molto difficile intravedere un aereo già allineato e che si confondeva quasi perfettamente con le luci pista.
Ricordo che nelle indagini avevano fatto dei test su quanto. effettivamente, fosse molto difficile intravedere un aereo già allineato e che si confondeva quasi perfettamente con le luci pista.
Il mod S era correttamente funzionante. Sul 350, sotto una certa quota (1000”) vengono generate solo Traffic Advisory, le losanghe bianche, nessuna Resolution Advisory verrà notificata. La losanghina bianca sul Navigation display è un rombo di circa 3mm, su una mappa di 10 miglia di arco, probabilmente circondata da altre TA di altri transponder, difficilmente distinguibile se sia allineata sulla pista o 30mt prima (al punto attesa). 30mt su un display che in una spanna ti mostra 18km sono indistinguibili.
Vedi sopra.
Non aveva l’ADS-B, infatti FR24 dice che per pilottare il suo percorso avrebbe avuto bisogno di piu ricevitori normali per triangolarne la posizione. Ma era dotato di transponder modS.