Ottime parole per dire che la parola "miracolo" riduce a troppa casualità il lavoro di preparazione dell'equipaggio. Lavorare, significa indirizzare un "miracolo" verso un lavoro ben fatto.
Ammaraggio A320 US nell'Hudson, tutti salvi
- Autore Discussione Insider
- Data d'inizio
Si però non capisco cosa c'entri la prima parte con la conclusione. Cosa c'entra dire che chi lavora nelle aerolinee è maltrattato malpagato ha perso la pensione eccetera e poi conclude dicendo che sono tutti bravissimi.
Mi pare quasi che dica " più ci trattate male e meglio è il servizio che diamo ".
Boh.
Mi pare quasi che dica " più ci trattate male e meglio è il servizio che diamo ".
Boh.
rdvsnc
Bannato
rdvsnc
Bannato
Potrebbero montare all ingresso delle turbine dei motori...degli spiedini in modo che in casi simili ,gli uccelli si infilzino automaticamente per essere pronti all atterraggio per essere arrostiti ...dalla KFC
Hanno un numero di collegamenti strettamente sufficiente a tenerli collegati, perchè nel caso in cui un motore perdesse un vincolo, con le forze aerodinamiche, diventerebbe instabile. Un po' come una bandiera.
Immagina che stress dovrebbe sopportare l'ala. In crociera quasi sicuramente si strapperebbe via. Allora si monta isostatico, chiaramente in maniera abbastanza resistente.
- 1 Febbraio 2012
- 12,600
- 2,814
Leggevo ieri sera i lunghi commenti sull'incidente apparsi su A.net e sono rimasto colpito da una cosa, fatta notare da un forumista come determinante per aver preservato integro l'aereo: guardando il filmato postato su LiveLeak, si nota come l'aereo tocchi l'acqua PRIMA con la coda e poi con tutto il resto.
Questa manovra sarebbe stata eseguita intenzionalmente dal pilota per rallentare significativamente la velocità dell'aereo prima che i motori venissero a contatto con l'acqua, evitando quindi la rottura della struttura e la conseguente perdita di assetto.
Questa manovra sarebbe stata eseguita intenzionalmente dal pilota per rallentare significativamente la velocità dell'aereo prima che i motori venissero a contatto con l'acqua, evitando quindi la rottura della struttura e la conseguente perdita di assetto.
Avvicinandosi all' acqua alla velocita' minima di sostentamento , l' ha fatto stallare un 'attimo prima del contatto.
Old Crow
E' la procedura standard per l'ammaraggio fin dai tempi degli idrovolanti
A prescindere dalla posizione e dal numero di motori, la coda è l'area della fusoliera capace di generare la maggiore spinta di galleggiamento.
rdvsnc
Bannato
Se capitava a me come passeggero con l andrenalina che accumulavo ..avrei attraversato a nuoto tutto il fiume.
alcune news in merito:
http://www.foxnews.com/story/0,2933,480564,00.html
( da notare l'età il sesso e il cognome (relativo) del capitano del traghetto: chiedetevi se in Italia sia possibile trovare il capitano di un traghetto di quella età:http://www.nytimes.com/2008/12/05/nyregion/05entry.html?_r=1&scp=1&sq=New to the Ferry&st=cse )
http://www.foxnews.com/story/0,2933,480764,00.html
http://www.foxnews.com/story/0,2933,480564,00.html
( da notare l'età il sesso e il cognome (relativo) del capitano del traghetto: chiedetevi se in Italia sia possibile trovare il capitano di un traghetto di quella età:http://www.nytimes.com/2008/12/05/nyregion/05entry.html?_r=1&scp=1&sq=New to the Ferry&st=cse )
http://www.foxnews.com/story/0,2933,480764,00.html
Ultima modifica:
Investigation update on US A320 ditching
The National Transportation Safety Board (NTSB) has issued an update on the investigation into last week’s accident when a US Airways A320 crash landed into the Hudson River.
In its statement the Board said the following –
“The right engine has been externally examined and documented. An examination of the first stage fan blades revealed evidence of soft body impact damage. Three of the variable guide vanes are fractured and two are missing. The engine's electronic control unit is missing and numerous internal components of the engine were significantly damaged.
What appears to be organic material was found in the right engine and on the wings and fuselage. Samples of the material have been provided to the United States Department of Agriculture for a complete DNA analysis. A single feather was found attached to a flap track on the wing. It is being sent to bird identification experts at the Smithsonian”.
The missing left engine has now been located at a depth of 50 feet (15.3 metres) and recovery is planned for today.
The National Transportation Safety Board (NTSB) has issued an update on the investigation into last week’s accident when a US Airways A320 crash landed into the Hudson River.
In its statement the Board said the following –
“The right engine has been externally examined and documented. An examination of the first stage fan blades revealed evidence of soft body impact damage. Three of the variable guide vanes are fractured and two are missing. The engine's electronic control unit is missing and numerous internal components of the engine were significantly damaged.
What appears to be organic material was found in the right engine and on the wings and fuselage. Samples of the material have been provided to the United States Department of Agriculture for a complete DNA analysis. A single feather was found attached to a flap track on the wing. It is being sent to bird identification experts at the Smithsonian”.
The missing left engine has now been located at a depth of 50 feet (15.3 metres) and recovery is planned for today.
Bird strike..
Questo sembra sia il risultato di un singolo impatto.
http://www.int-birdstrike.org/news.cfm
Old Crow
Questo sembra sia il risultato di un singolo impatto.
http://www.int-birdstrike.org/news.cfm
Old Crow
Stati Uniti: aereo nell'Hudson, recuperato secondo motore
24 gen 00:43 Esteri
NEW YORK - Recuperato dalle acque dell'Hudson, a New York, il secondo motore dell'airbus A320 che, il 15 gennaio scorso, riusci' a planare in emergenza sulle acque del fiume. Gli esperti potranno cosi' approfondire le indagini sulle cause dell'avaria che ha portato all'incidente. Tutte salve e illese le 155 persone a bordo del velivolo. (Agr)
24 gen 00:43 Esteri
NEW YORK - Recuperato dalle acque dell'Hudson, a New York, il secondo motore dell'airbus A320 che, il 15 gennaio scorso, riusci' a planare in emergenza sulle acque del fiume. Gli esperti potranno cosi' approfondire le indagini sulle cause dell'avaria che ha portato all'incidente. Tutte salve e illese le 155 persone a bordo del velivolo. (Agr)
- 10 Dicembre 2007
- 15,046
- 3,422
DATE:23/01/09
SOURCE:Flightglobal.com
Hudson A320: Partial engine power aided textbook ditching
By John Croft
Sources close to the on-going investigation of US Airways Flight 1549 say that the Airbus A320's number 1 (left) engine continued to run at approximately 35% fan speed (N1) during the three-minute window between striking birds at 3,200ft and ditching in the Hudson River on 15 January. All 150 passengers and five crew safely exited the Charlotte-bound aircraft in the river, aided by nearby ferry boat crews in a spectacle that captured global interest and fueled renewed admiration for airline training and professionalism.
Though limited, the left engine's speed would have been adequate to keep the aircraft's generators and hydraulic systems on-line, providing "normal" flight control laws and communications as well as giving pilots ability to deploy flaps and slats, elements that proved critical to performing a low-speed water landing. To maintain altitude on a single engine however, experts say the powerplant would have had to been running at 70% N1 or more.
Investigators planned to retrieve the left engine, which broke from the aircraft during the ditching, from the river bottom Friday or Saturday to perform an inspection. Flight International has learned that the aircraft touched down at 125-130kt airspeed with flaps and slats both in the "2" position, or midpoint, position. An A320 normally lands at 120-125kt with fully deployed flaps and slats.
The right engine, which remained attached to the aircraft after ditching, was apparently operating at only 15% fan speed, according to sources. Investigators afterward determined that the engine had received "soft body impact damage" to its first stage fan blades. In addition three variable guide vanes were fractured and two were missing. The engine's electronic control unit was missing and "numerous" internal components were "significantly" damaged, said the National Transportation Safety Board (NTSB) in a 21 January update on the accident.
The NTSB says the organic material that was found in the right engine and on the wings and fuselage after the aircraft was lifted onto a barge will be identified through DNA analysis, and a feather found attached to the flap track on the wing was sent to the Smithsonian Institution for identification.
Officials have also confirmed that the A320's Hamilton Sundstrand-built ram air turbine (RAT) had deployed from its compartment near the root of the left wing during the event and that the Honeywell auxiliary power unit in the tail had been operating. Though the RAT will deploy automatically when engine or electric power drops below a threshold, pilots can also manually deploy the propeller-driven emergency system. The device provides power to one of three hydraulic systems onboard which would have given pilots the ability to deploy slats but not flaps.
Sources tell Flight International that the first officer had tried to relight the left engine during the descent, which averaged 1,000fpm rate, but that the engine did not respond other than to continue spinning at 35% N1. It's possible the pilots restarted the APU in order to have bleed air available to help restart the left engine as the A320's airspeed was relatively low.
Pilots review ditching procedures in textbooks during recurrent training but do not practice the events in simulators as there are no test-verified models available. Pilots do however practice double engine-out scenarios with a re-light afterward. NTSB has completed its interviews of the pilots, flight attendants and air traffic controllers and was working to wrap up its fact finding with passengers and a crew that two days earlier experienced a compressor stall on the accident aircraft. That event does not appear to be related to the 15 January accident.
Though US Airways provides all seats in its pre-America West merger A320s with life vests, which includes the accident aircraft, the former A320 captain says there would not have been time to fly and diagnose the aircraft in addition to alert the passengers to the situation and asking them to don the vests before landing. Pilots also did not activate the A320's "ditch" button which automatically configures the various valves and openings on the aircraft for ditching, a preparation the former A320 captain says is about three pages into the ditching checklist. "Some of the flight attendants didn’t even know they were going into the water," he says of the short window of opportunity during the descent. "There was not enough time for any of it."
SOURCE:Flightglobal.com
Hudson A320: Partial engine power aided textbook ditching
By John Croft
Sources close to the on-going investigation of US Airways Flight 1549 say that the Airbus A320's number 1 (left) engine continued to run at approximately 35% fan speed (N1) during the three-minute window between striking birds at 3,200ft and ditching in the Hudson River on 15 January. All 150 passengers and five crew safely exited the Charlotte-bound aircraft in the river, aided by nearby ferry boat crews in a spectacle that captured global interest and fueled renewed admiration for airline training and professionalism.
Though limited, the left engine's speed would have been adequate to keep the aircraft's generators and hydraulic systems on-line, providing "normal" flight control laws and communications as well as giving pilots ability to deploy flaps and slats, elements that proved critical to performing a low-speed water landing. To maintain altitude on a single engine however, experts say the powerplant would have had to been running at 70% N1 or more.
Investigators planned to retrieve the left engine, which broke from the aircraft during the ditching, from the river bottom Friday or Saturday to perform an inspection. Flight International has learned that the aircraft touched down at 125-130kt airspeed with flaps and slats both in the "2" position, or midpoint, position. An A320 normally lands at 120-125kt with fully deployed flaps and slats.
The right engine, which remained attached to the aircraft after ditching, was apparently operating at only 15% fan speed, according to sources. Investigators afterward determined that the engine had received "soft body impact damage" to its first stage fan blades. In addition three variable guide vanes were fractured and two were missing. The engine's electronic control unit was missing and "numerous" internal components were "significantly" damaged, said the National Transportation Safety Board (NTSB) in a 21 January update on the accident.
The NTSB says the organic material that was found in the right engine and on the wings and fuselage after the aircraft was lifted onto a barge will be identified through DNA analysis, and a feather found attached to the flap track on the wing was sent to the Smithsonian Institution for identification.
Officials have also confirmed that the A320's Hamilton Sundstrand-built ram air turbine (RAT) had deployed from its compartment near the root of the left wing during the event and that the Honeywell auxiliary power unit in the tail had been operating. Though the RAT will deploy automatically when engine or electric power drops below a threshold, pilots can also manually deploy the propeller-driven emergency system. The device provides power to one of three hydraulic systems onboard which would have given pilots the ability to deploy slats but not flaps.
Sources tell Flight International that the first officer had tried to relight the left engine during the descent, which averaged 1,000fpm rate, but that the engine did not respond other than to continue spinning at 35% N1. It's possible the pilots restarted the APU in order to have bleed air available to help restart the left engine as the A320's airspeed was relatively low.
Pilots review ditching procedures in textbooks during recurrent training but do not practice the events in simulators as there are no test-verified models available. Pilots do however practice double engine-out scenarios with a re-light afterward. NTSB has completed its interviews of the pilots, flight attendants and air traffic controllers and was working to wrap up its fact finding with passengers and a crew that two days earlier experienced a compressor stall on the accident aircraft. That event does not appear to be related to the 15 January accident.
Though US Airways provides all seats in its pre-America West merger A320s with life vests, which includes the accident aircraft, the former A320 captain says there would not have been time to fly and diagnose the aircraft in addition to alert the passengers to the situation and asking them to don the vests before landing. Pilots also did not activate the A320's "ditch" button which automatically configures the various valves and openings on the aircraft for ditching, a preparation the former A320 captain says is about three pages into the ditching checklist. "Some of the flight attendants didn’t even know they were going into the water," he says of the short window of opportunity during the descent. "There was not enough time for any of it."
flightphoto
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