Volo Lion Air 737 MAX si schianta in Indonesia
- Autore Discussione EY460
- Data d'inizio
Ovvio, è una semplice ipotesi sapendo della unrlieable airspeed riportata dall’equipaggio precedente.
Ma vi sembra normale pubblicare la pagina di un techlog, documento ufficiale, con tanto di nomi e cognomi di piloti, tecnici e azioni di manutenzione svolte che riguarderebbero l'aereo coinvolto nell'incidente con investigation appena iniziata ? Il fatto che l'abbiate pescato su qualche pagina in giro per il web non significa che sia corretto farlo e soprattutto legale. Almeno cancellate i nomi e i numeri di riferimento delle pagine no ? Sono basito.
Il 60% sono autisti dei cieli, il 40% sono Piloti....Secondo te quei 2 in quale percentuale rientrano?!
Speriamo si sbrighi... io sono responsabile dei training program per l'entry into service dei Max in una compagnia aerea e mi risparmierebbe non poco lavoro.
jetboy
Utente Registrato
- 3 Luglio 2008
- 479
- 27
Prima che tu riapra la bocca per farle prendere aria, ti vorrei dire che:
1) 'quei due' sono comunque vittime di un disatro le cui cause sono tuttora IGNOTE. Rispetto, per cortesia.
2) l 60% sono autisti dei cieli, il 40% sono Piloti= il 60% sono camerieri dei cieli, il 40% assistenti di volo, giusto per farti capire il livello della tua osservazione.
Torniamo nei ranghi, per cortesia.
FlightRadar24 ha fatto un'ottima osservazione: https://www.flightradar24.com/blog/flightradar24-data-regarding-lion-air-flight-jt610/
Jighen
Utente Registrato
- 21 Gennaio 2011
- 268
- 56
Sembra che il flight data recorder sia stato trovato
https://www.google.it/amp/s/news.sk...er-indonesia-plane-disappears-in-sea-11541525
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https://www.google.it/amp/s/news.sk...er-indonesia-plane-disappears-in-sea-11541525
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Ultima modifica:
lollomz
Utente Registrato
Messaggio che ti vale 15 giorni di ban, irrispettoso delle vittime e della categoria.
NoEmptyElse
Utente Registrato
Secondo AVH è morto uno dei sub che stava lavorando nell'area 
.
Tra le parti più grandi recuperate una sezione del carrello (non dice quale). Deve aver picchiato parecchio duro se in un'area relativamente limitata e poco profonda fino ad ora hanno recuperato solo "debris".
.Tra le parti più grandi recuperate una sezione del carrello (non dice quale). Deve aver picchiato parecchio duro se in un'area relativamente limitata e poco profonda fino ad ora hanno recuperato solo "debris".
Jighen
Utente Registrato
- 21 Gennaio 2011
- 268
- 56
Sembra che i sub abbiano ritrovato il main fuselage e sentito il ping del voice
https://www.google.it/amp/s/amp.cnn...ia/lion-air-crash-recovery-efforts/index.html
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https://www.google.it/amp/s/amp.cnn...ia/lion-air-crash-recovery-efforts/index.html
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Runway
Utente Registrato
Indonesia jet had damaged airspeed indicator on last four flights: official
https://www.reuters.com/article/us-...r-on-last-four-flights-official-idUSKCN1NA13I
https://www.reuters.com/article/us-...r-on-last-four-flights-official-idUSKCN1NA13I
Qualcuno potrebbe cercare di spiegare quanto riportato da AVHerald
"On Nov 5th 2018, following the KNKT release confirming airspeed indicator problems during the last 4 flights of the aircraft, a tweet posted on Oct 29th 2018 at 07:07Z by Razaan Botutihe gained sufficient weight to be rated as factual. The tweet states concerning flight JT-43 from Denpasar (Indonesia) to Jakarta, the last flight the aircraft completed: "Airspeed unreliable and alt disagree shown after take off. STS was also running to the wrong direction, suspected because of speed difference. Identified that CAPT instrument was unreliable and handover control to FO. Continue NNC of Airspeed Unreliable and ALT disagree." (Editorial Notes: STS: speed trim system. As far as is known so far the accident crew managed to control the aircraft for 12 minutes from takeoff to maintaining 5000 feet at about 290-310 knots over ground between 5000 and 5400 feet, which suggests they were flying on pitch and power for that time, it thus appears something beyond unreliable airspeed and altitude must have contributed to the loss of control in minute 13.) In addition three different versions of a maintenance logbook were leaked to the Internet, after a closer look they all appeared to show the same log book at different point in time. Apart from the remark of unreliable airspeed and altitude, which prompted the flushing of the captain's static ports, an entry for elevator feel computer light illuminated was written down by the flight crew of JT-93 (presumably a typo and believed to be JT-43), maintenance opened and cleaned a cannon plug connector for the elevator feel computer, checks by the Aviation Herald with AMEs and related Maintenance Manuals confirmed the log book appeared authentic, the maintenance activity concerning that plug however could not have changed the forces on the pitch control of the yoke, only the status and error messages concerning the system could have been affected by the maintenance activity. The elevator feel computer has its own static and dynamic ports positioned at the tail of the aircraft, is purely mechanical with no electronic components except for some status monitoring, depends on hydraulic systems A and B available and does not depend on the instrumentation/Air Data References used for pilot instrumentation."
grazie
"On Nov 5th 2018, following the KNKT release confirming airspeed indicator problems during the last 4 flights of the aircraft, a tweet posted on Oct 29th 2018 at 07:07Z by Razaan Botutihe gained sufficient weight to be rated as factual. The tweet states concerning flight JT-43 from Denpasar (Indonesia) to Jakarta, the last flight the aircraft completed: "Airspeed unreliable and alt disagree shown after take off. STS was also running to the wrong direction, suspected because of speed difference. Identified that CAPT instrument was unreliable and handover control to FO. Continue NNC of Airspeed Unreliable and ALT disagree." (Editorial Notes: STS: speed trim system. As far as is known so far the accident crew managed to control the aircraft for 12 minutes from takeoff to maintaining 5000 feet at about 290-310 knots over ground between 5000 and 5400 feet, which suggests they were flying on pitch and power for that time, it thus appears something beyond unreliable airspeed and altitude must have contributed to the loss of control in minute 13.) In addition three different versions of a maintenance logbook were leaked to the Internet, after a closer look they all appeared to show the same log book at different point in time. Apart from the remark of unreliable airspeed and altitude, which prompted the flushing of the captain's static ports, an entry for elevator feel computer light illuminated was written down by the flight crew of JT-93 (presumably a typo and believed to be JT-43), maintenance opened and cleaned a cannon plug connector for the elevator feel computer, checks by the Aviation Herald with AMEs and related Maintenance Manuals confirmed the log book appeared authentic, the maintenance activity concerning that plug however could not have changed the forces on the pitch control of the yoke, only the status and error messages concerning the system could have been affected by the maintenance activity. The elevator feel computer has its own static and dynamic ports positioned at the tail of the aircraft, is purely mechanical with no electronic components except for some status monitoring, depends on hydraulic systems A and B available and does not depend on the instrumentation/Air Data References used for pilot instrumentation."
grazie