Incidente serio per E195 Air Serbia in decollo da BEG
- Autore Discussione enrico
- Data d'inizio
Ha un'antenna infilzata fino a metà ala... Per me è carburante.
East End Ave
Utente Registrato
Appunto, trovo francamente impossibile (tanto più dopo la cagata del crew Air Serbia) che coli jet fuel a cascata e tutti intorno a far rilievi e video!
Allora perché mettere quel contenitore per raccogliere i liquami che gocciolano? E tutta quella schiuma sotto l' ala?
perche' se ci fosse cosi tanto jet fuel in giro , sarebbe come stare vicino a una bomba a orologeria.
Air Serbia con effetto immediato sospende la collaborazione con Marathon, inoltre volo rimborsato per tutti, piu' le compensazioni previste.
italiavola.com
Air Serbia cesserà la collaborazione con Marathon Airlines
In riferimento al volo JU 324 tra Belgrado e Dusseldorf, operante domenica sera, 18 febbraio 2024, quando l’Embraer E195 della compagnia aerea partner greca Marathon Airlines è stato danneggi…
italiavola.com
- 1 Febbraio 2012
- 12,503
- 2,640
Credo sempre di più che gli sia andata non bene.... di più
- 1 Febbraio 2012
- 12,503
- 2,640
Poteva tranquillamente finire così: https://avherald.com/h?article=3e765201/0054&opt=1Credo sempre di più che gli sia andata non bene.... di più
aa/vv??
Utente Registrato
OT: questo incidente mi è sempre rimasto impresso perché fatalmente l'unico sopravvissuto (il pilota) ne era stato la causa. Il destino a volte...
Quindi le brutte cose non capitano perché sono brutte? Lol
Ad un collega è successo che la sliding valve non si è chiusa mentre cambiava una pompa carburante su un 320, il risultato è che ha svuotato l'ala sul piazzale.
Situazione potenzialmente pericolosa? Sì
È successa lo stesso? Sì!
East End Ave
Utente Registrato
Ma che discorso è?
Se capita è un conto, se so che sta accadendo è altro.
Era carburante dall’ala!
Dal sempre ottimo avherald:
On Feb 22nd 2024 Serbia's Traffic Accident Research Center reported, that the occurrence was rated an accident and is being investigated. During pre-flight preparations the crew planned for a departure from runway 30L via intersection takeoff from taxiway D6. The crew received taxi instructions from their stand to holding line D6 via taxiways F,G and A, which the crew read correctly back. The crew subsequently reported they were approaching D6 and were cleared to line up the runway via D6. Tower subsequently urgently called the crew querying them whether they were aware of having lined up at D5. The crew advised they needed a minute to compute their performance and computed the performance at the first officer's tablet computer. While the crew were doing their calculations tower offered the crew to backtrack the runway to D6, however, the crew confirmed they were able to take off. Tower again queried whether they were aware of D5, the crew affirmed, tower subsequently cleared the aircraft for takeoff. Tower subsequently observed the aircraft taking off leaving a lot of dust behind and climbing very slowly out. The flight crew reported they had selected full takeoff thrust normal acceleration until 80 knots, however, at 100 knots they realized they were running out of runway surface. Considering the remaining runway ahead the crew decided it was safer to continue as they estimated the aircraft would soon lift off. The crew firewalled the engines and to lift the nose of the aircraft in order to use the maximum length of runway available. The aircraft began to shake as they left the runway surface, then hit an object. Following lift off the crew received indications of problems with a number of systems amongst them flaps and bleed air. After working the checklists the crew declared Mayday reporting they had hit some object on departure and decided to have the landing gear checked during a low pass over the aerodrome, during which ground staff did not observe any problem with the landing gear. Due to the problems with the flaps the crew decided to use a higher speed than normal for landing and landed on runway 30L without further incident. The crew taxied to the apron with emergency services in trail. After arriving at the stand ground staff informed the crew there was a fuel leak from the left hand wing, the crew quickly shut the engine and other systems down, emergency services started to treat the fuel leak. After passengers and crew had disembarked authorities ordered the aircraft to be removed from the terminal to a safer place. The fuel leakage continued to the next day despite the fuel had been pumped out of the tank. The aircraft sustained substantial damage.
Tyre tracks were found past the end of the paved surface colliding with a number of approach lights, the aircraft impacted the ILS monitoring antenna 145 meters past the paved surface leaving only the concrete surface with broken cables behind, some parts of the antenna were found 175 meters past the paved surface and about 60 meters past the aerodrome fence, other parts were embedded in the left hand wing of the aircraft. A few meters after that foundation a hole of 60cm diameter was found in the ground with parts of the aircraft embedded. About 160 meters past that concrete contact marks of the tail section of the aircraft's fuselage were found on the ground. No traces of the aircraft's nose wheels were found on the ground, while tracks of the main gear were found until the monitoring antenna. It thus can be concluded that the aircraft went past the runway end with both main gear struts carrying most of the weight and transmitting vibrations onto the airframe. The aircraft hit the monitoring antenna and its foundation with the left hand wing.
The preliminary probable cause is stated to have been: "One of the probable causes of this accident is the inadequate assessment of take-off parameters during the pre-flight preparation of the flight crew of the aircraft, and after the decision to take off with a shorter runway length compared to the initially planned one."
Dal sempre ottimo avherald:
On Feb 22nd 2024 Serbia's Traffic Accident Research Center reported, that the occurrence was rated an accident and is being investigated. During pre-flight preparations the crew planned for a departure from runway 30L via intersection takeoff from taxiway D6. The crew received taxi instructions from their stand to holding line D6 via taxiways F,G and A, which the crew read correctly back. The crew subsequently reported they were approaching D6 and were cleared to line up the runway via D6. Tower subsequently urgently called the crew querying them whether they were aware of having lined up at D5. The crew advised they needed a minute to compute their performance and computed the performance at the first officer's tablet computer. While the crew were doing their calculations tower offered the crew to backtrack the runway to D6, however, the crew confirmed they were able to take off. Tower again queried whether they were aware of D5, the crew affirmed, tower subsequently cleared the aircraft for takeoff. Tower subsequently observed the aircraft taking off leaving a lot of dust behind and climbing very slowly out. The flight crew reported they had selected full takeoff thrust normal acceleration until 80 knots, however, at 100 knots they realized they were running out of runway surface. Considering the remaining runway ahead the crew decided it was safer to continue as they estimated the aircraft would soon lift off. The crew firewalled the engines and to lift the nose of the aircraft in order to use the maximum length of runway available. The aircraft began to shake as they left the runway surface, then hit an object. Following lift off the crew received indications of problems with a number of systems amongst them flaps and bleed air. After working the checklists the crew declared Mayday reporting they had hit some object on departure and decided to have the landing gear checked during a low pass over the aerodrome, during which ground staff did not observe any problem with the landing gear. Due to the problems with the flaps the crew decided to use a higher speed than normal for landing and landed on runway 30L without further incident. The crew taxied to the apron with emergency services in trail. After arriving at the stand ground staff informed the crew there was a fuel leak from the left hand wing, the crew quickly shut the engine and other systems down, emergency services started to treat the fuel leak. After passengers and crew had disembarked authorities ordered the aircraft to be removed from the terminal to a safer place. The fuel leakage continued to the next day despite the fuel had been pumped out of the tank. The aircraft sustained substantial damage.
Tyre tracks were found past the end of the paved surface colliding with a number of approach lights, the aircraft impacted the ILS monitoring antenna 145 meters past the paved surface leaving only the concrete surface with broken cables behind, some parts of the antenna were found 175 meters past the paved surface and about 60 meters past the aerodrome fence, other parts were embedded in the left hand wing of the aircraft. A few meters after that foundation a hole of 60cm diameter was found in the ground with parts of the aircraft embedded. About 160 meters past that concrete contact marks of the tail section of the aircraft's fuselage were found on the ground. No traces of the aircraft's nose wheels were found on the ground, while tracks of the main gear were found until the monitoring antenna. It thus can be concluded that the aircraft went past the runway end with both main gear struts carrying most of the weight and transmitting vibrations onto the airframe. The aircraft hit the monitoring antenna and its foundation with the left hand wing.
The preliminary probable cause is stated to have been: "One of the probable causes of this accident is the inadequate assessment of take-off parameters during the pre-flight preparation of the flight crew of the aircraft, and after the decision to take off with a shorter runway length compared to the initially planned one."