Incidente A330 Air France Rio-Parigi 01/06/2009


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soundlover

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6 Aprile 2008
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asev ha detto:
Si, esiste, ma come ho detto prima (credo) va avviata manualmente, e probabilmente in caso di repentine variazioni di temperatura (come ci è stato testimoniato anche in occasioni diverse rispetto all'incidente), magari il pilota ci mette un po' per accorgersi che la temperatura esterna è calata tanto...
Pensa poi in una situazione di emergenza, nella quale vedi gli strumenti impazzire... Immagino che non sia la prima cosa a cui si pensa accendere il riscaldamento pitot... Purtroppo :(
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Io escsluderei l'errore dei piloti in questo.
Sul 737 una delle cose che si deve controllare non appena si hanno dubbi sulla affidabilità dell'anemometro (memory item!!!) è il riscaldamento al pitot, credo sull'airbus sia simile il discorso.
Per non parlare del fatto che il riscaldamento al pitot, nei jet liner, dovrebbe essere acceso sin dalla partenza a prescindere dalle condizioni meteoriologiche.

Finalmente hanno trovato un ala... per cui con un poi di fortuna si potrà capire se l'aereo si sia trovato in condizioni di forte grandine....
 
R

Roberto Cappelli

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3 Giugno 2009
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Southern Airways Flight 242....dc9, ci sono tantissime somiglianze con il volo af447??

Southern Airways flight 242 was operating from Huntsville to Atlanta on the afternoon of April 4, 1977. On the flight deck of the DC-9 that day was Captain Bill McKenzie and First Officer Lyman Keele. Two flight attendants and 81 passengers were also aboard for the short flight. The weather that afternoon was far from pleasant, the area forecast predicting scattered thunderstorms, some severe with icing, turbulence, and hail. There were two Tornado Watches in effect as well as a SIGMET predicting severe thunderstorms reaching up to 58,000ft extreme turbulence, wind gusts in excess of 70kts, and large hail.

The crew had flown the same route outbound earlier and had experienced heavy rain and hail, not pleasant, but by all means manageable. The forecast for their arrival in Atlanta called for overcast layers down to 2700ft and winds gusting to 40kts. At 3:54pm, with rain falling, 242 departed Huntsville. Four minutes later, they were handed off to Atlanta Centre. Atlanta Centre was at the time talking to TWA and Eastern flight crews who were passing through the SIGMET area.
 
aa/vv??

aa/vv??

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Up in the air
Tiennetti ha detto:
Potrebbe essere il Crew Rest che va nella stiva?? tipo ULD?
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Livingston in Italia ha gli stessi aeromobili, con crew rest in stiva (per capirci, si scende dal livello della cabina passeggeri, a differenza per esempio di AZ, dove si sale)... quindi potrebbe essere proprio uno dei container (non lo so se in linguaggio tecnico si chiama così, scusate) che si usano per il crew rest, visto dall'esterno.
 
Marilson

Marilson

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Cmq sono fresco fresco da un esame di idraulica e ho studiato il funzionamento di un pitot, in pratica funziona bene nell'ipotesi di moto laminare e profilo parabolico delle velocità. Qui si parla di un regime di turbolenza dove il profilo di velocità del fluido, in questo caso aria, è completamente diverso. Sia chiaro, il pitot deve funzionare bene anche in questo regime, che poi è assolutamente quello preponderante quando si parla di aerei. Ma si parla di un difetto di funzionamento in alcune condizioni di umidità, pressione ecc. causate da questo sistema di cumulonembi. Il fatto è che a questo punto dietro potrebbe starci un clamoroso errore di progettazione. Dal pool di ingegneri airbus non ci si dovrebbe aspettare una cosa così, vi pare?
 
M

Mauro@GOA

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Marilson ha detto:
Dal pool di ingegneri airbus non ci si dovrebbe aspettare una cosa così, vi pare?
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Qualcuno ha aggiornato la pagina Wikipedia in inglese sul tubo di pitot, mettendo un riferimento all'incidente AF447

Ve la riporto di seguito, lascio a voi i commenti sull'attendibilita'

http://en.wikipedia.org/wiki/Pitot_tube#Air_France_Flight_447

Airbus Industrie has recommended replacement of all pitot tubes on the AB330. Air France Flight 447 which crashed May 31, 2009 in the Atlantic Ocean off of Brazil was an AB330 on which the pitot tubes had not yet been replaced.[2]
The French accident investigation agency, BEA, found the doomed plane received inconsistent airspeed readings by different instruments on its flight with 228 people aboard.
Airbus had recommended to all its airline customers that they replace speed-measuring instruments known as Pitot tubes on the A330, the model used for Flight 447, said Paul-Louis Arslanian, the head of the agency.
"They hadn't yet been replaced" on the plane that crashed, said Alain Bouillard, head of the French investigation. Air France declined immediate comment.
A link between the performance of the Pitot tubes and the crash of Flight 447 has not been established. The precise cause of that crash remains to be determined.
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belumosi

belumosi

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AF447 investigators analyzing substantial data sent by doomed A330
Monday June 8, 2009 French officials investigating the loss of Air France Flight 447 are still processing reams of data yet to be publicly released that was transmitted by the A330-200's aircraft communications addressing and reporting system.

The revelation, from a source with knowledge of the investigation into the loss of the aircraft carrying 228 passengers and crew, comes after bodies and wreckage from the A330 were recovered about 500 mi. northeast of the Fernando de Noronha archipelago (ATWOnline, June 5) . According to the Brazilian air force, the objects--the first recovered since the aircraft disappeared late on May 31--include a suitcase, an e-ticket, oxygen masks, a passenger seat, a backpack with a laptop and numerous personal effects.

Searchers now have a more positive fix on the location of the remains of the jetliner to help in their search for the cockpit voice and flight data recorders. But according to ATWOnline's source, the amount of ACARS data has given the investigators "a pretty good idea" of what happened and finding the CVR and FDR may not be as critical to identifying the probable causes of the accident as first thought. It is understood that the aircraft transmitted 24 ACARS messages over 4 min.

The disclosure came as the French BEA confirmed that the A330 had not been fitted with new, improved pitot probes as per a routine Airbus service bulletin issued in 2007. In an unrelated move, in 2003 Airbus issued a notice calling for replacement of pitot probes on some A330s because of a manufacturing defect that could result in erroneous speed data. "The sensors had not been replaced," BEA Director Paul-Louis Arslanian said.

Airbus on Friday issued a reminder to all operators of its aircraft regarding the correct actions to be taken when confronted with differing speed indications on its various aircraft models. The warning in the form of an Airline Information Telex said there was an indication of "inconsistency between the different measured airspeeds" of AF447. The manufacturer added that "without prejudging the final outcome of the investigation, the data available leads Airbus to remind operators what are the applicable operational recommendations in case of unreliable airspeed indication."

In the A330 manual, pilots also are warned to keep the aircraft within specified speed envelopes "so as to provide the best protection against the effect of gust on the structural limits."

BEA has confirmed that AF447 was crossing a turbulent multicell convective area at the time of the accident and that failure maintenance messages were transmitted automatically from the aircraft.

French daily Liberation reported that the survey vessel Pourquoi Pas will reach the search area on about June 11 or 12. It was stationed in the Azores and had to collect advice on detecting the homing signal of the aircraft's FDR from Cape Verde en route to the crash site. The FDR signal travels only 1,500 m. underwater and the crash site is as deep as 4,000 m. A pinger locator could be lowered on a cable, but that would slow the search. If the zone can be narrowed to a few km., the submarine Nautile carried aboard the Pourquoi Pas can detect a signal from 200 m.


by ATWOnline Staff
 
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