Håkon Basvos

Indira Gandhi International Airport - VIDP

Her er videoen lydene er hentet fra: [video:youtube]http://www.youtube.com/watch?v=Msp3cim19vM&feature=related Kom over den helt tilfeldig faktisk

Her er de automatiske feilmeldingene som kom fra flyet: ""I've just got this from someone I trust. It originates within Air France. Translation below; 'The ACARS messages of system failures began to arrive at 02:10Z. Indication was that the autopilot had disengaged and the fly by wire system had changed to alternate law. Between 02:11Z and 02:13Z a flurry of messages regarding ADIRU and ISIS faults arrived. At 02:13Z PRIM 1 and SEC 1 faults were indicated, at 02:14Z the last message received was an advisory regarding cabin vertical speed." "Received 4 minutes of automatically triggered satcom transmission from the plane, cascading systems failures, electrics, depressurization." I ran this past an expert. It confirms the theories doing the rounds. It says the plane automatically sent the messages. These are not verbal messages from the pilots. A sudden event caused the autopilot to disengage. The 'cascade' is one system after another failing within seconds of each other. That included the cabin pressure. This suggests the pilots would have had little or no time to attempt to do anything. The advisory on 'cabin vertical speed' is the last message. It may be an automated 'ping' but it still manages to be chilling. The expert says the the fact that the messages were sent out over a four minute period concurs with significant parts of the plane, especially the cockpit, still being intact as the different parts of the signalling computers would have to be attached to the mainframe"" Sky News Blog

[video:youtube]http://www.youtube.com/watch?v=6efU80dz9qI "Oh look at that, he's lost only one engine, usually they just glide in" :grin:

Fra: Inside GBAS 1. Plane Plane Go GBAS receives microwave signals from 4 to 13 GPS satellites. "The most difficult thing isn't determining the plane's GPS position, but ensuring SmartPath doesn't cause any errors," says Honeywell's T.K. Kallenbach, who has refined the system so that the chance of receiving erroneous data from even one satellite is essentially less than one in 10 million. 2. Meter Maids The heart of GBAS is the four GPS antennae mounted around the airport. Unlike radar, they aren't prone to interference and can be placed almost anywhere. The raw feed is accurate within 10 meters. The finished product -- data for every plane in a 23-mile radius are collected, compared, contrasted, and harmonized by proprietary algorithms -- is precise within 1 meter. 3. The Big Broadcast Using these corrected coordinates, a VHF antenna broadcasts approach paths to the planes. These are passed to an onboard multimode receiver. 4. In the black box The onboard multimode receiver, a black box, parses ILS radar, GBAS data, and the plane's own GPS. "Imagine that it knows where you are and it's talking to the ground, which explains where it wants you to go," Kallenbach says. "One continually updates the other." The raw data are rendered in a pilot-friendly interface, and the pilot isn't likely to notice many differences between GBAS and the instrument landings she is used to. Training to land with GBAS doesn't require much time in the simulator. 5. A Different Approach The approach path is logged by the captain upon filing her flight plan. GBAS recognizes this and digitally broadcasts 26 separate paths to incoming planes and guides them in (ILS radios one). Some save fuel, while others reduce noise by weaving around neighborhoods. Smaller planes will be able to coast over the "wake turbulence" caused by engines ahead of them and land on shorter stretches of runway. The savings add up quickly. 6. Extending The Runway The advantages of GBAS become more visible when the runway is not. With ILS, air-traffic control spaces planes more widely to account for its imprecision. Taxiing planes must also scoot back from the end of the runway to avoid interfering with radio beams. Honeywell estimates airports lose up to 25% of capacity during bad weather. GBAS renders moot all these causes for delays.

OSLOB L996 KELIN UL996 LALIL L996 TOPLA UL996 SVD L621 INRER M44 SALLO UM44 KOGIM UM725 BESKO UZ36 MAREM UP31 VIBUG UM736 LIZUM UN503 VIC UL12 FER UZ902 VALEN UM738 AMTEL UM727 ABRAM M727 GRT A403 TUMMO UA403 FL UG854 SIGAL (Airac 0903) Fra: Routefinder

Vel, hva med å ta turen innom Kangerlussuaq lufthavn på Grønland BGSF, fra BIKF. Og deretter ned til Boston. Fra Boston til enten Seattle eller Portland, så videre til Anchorage, eller kanskje Juneau? Scenery til Kagerlussuaq: Greenland Ports and Docks V.2 Scenery til Boston: Boston Logan International Airport version 2 Hvis Boston-Seatlle/Portland blir for langt, går det også ann og mellomlande i enten Chicago elle Milwaukee. Her er scenery til Milwaukee's General Mitchell Intl. Airport KMKE: MKE2004

Her er metar: RJAA 222238Z 30019G32KT 9999 FEW030 12/M03 Q1002 WS R34R RMK 1CU030 A2959 Windshear warning på 34R.

Tusen takk for innstillingene

Så bra ut dette Hvilke farger har du innstilt på PFD'en?

http://bazonline.ch/videotv/?video_id=24667 Legg merke til King Airen :eek:

Dette er vel det som kan kalles en militær takeoff :whistle: Ref. Turkish ulykken og militær landing...

Det har gått en time......

Nå var det vel radio altimeter det var snakk om her da, ikke pressure altimeter. Så en blokkering er vel heller usannsynlig? Meldingen fra den Nederlandske flyhavarikomisjonen sa at på ca 1950 fot registrerte den venstre LRRA (Low range radio altimeter) en feilaktig høyde på -8 fot. Siden det er den venstre LRAA som autothrottle systemet henter data fra, så blir throttle redusert til idle, som den skal gjøre når flyet nærmer seg ca. 30 fot AGL. Autopiloten,(som henter data fra begge LRAA's, hever nesen for å holde seg på glideslope. I meldingen står det også at speeden sank til 40 kts under vref som et resultat av at flyet prøver å holde seg på glideslope med idle thrust, og som mest sannsynlig har resultert i en stall. Kan også legge til at på 450 fot gir pilotene full thrust, men desverre for sent.

Noen som har latt seg inspirere av Air Berlin?

På Gardermoen skal det egentlig være 02 og 20 i henhold til rullebaneretningen, men siden dette kan lett forveksles med hverandre har man valgt å bruke 01 og 19 isteden. Zero two og two zero, kan lett oppstå ganske skumle misforståelser der.

Og bruk heller KLM332, for Lutfhansa blir det DLH332 og UPS332. Uten bindestrek Da blir det enda mer korrekt Wikipedia er faktisk ganske bra hvis du lurer på ICAO-koden til et flyselskap (f.eks. DLH for Lufthansa) og hvis du lurer på Callsign.