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767 cargueiro caiu nos EUA


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Hoje em dia não conheço nenhuma aeronave que permita acionar o reversor em voo. São várias redundâncias para que não seja possível. Deve ser pela situação complicada se isso acontecer...

Off topic ...

 

Com as melhorias no desenvolvimento das aeronaves de nova geração, o desempenho necessário para satisfazer os requisitos das autoridades aeronáuticas dispensam a utilização dos reversores para elevar a razão de descida em determinadas circunstâncias.

 

No B787, por exemplo, 14 paineis de spoilers são utilizados como speedbrake, que de fato funcionam eficientemente para fazer o avião descer consideravelmente de forma bem rápida.

 

No caso do DC-8, ele possui somente ground spoilers, portanto, os reversores são utilizados em voo.

 

Dos aviões que voam atualmente, até onde me lembro, somente alguns aviões russos, um Gulfstream GIi utilizado pela Nasa para treinamento de aproximação semelhante ao Space Shuttle (não sei se ainda é utilizado), e aviões militares, como o C-5 Galaxy e o Globemaster, fazem uso deste dispositivo em voo. Por sinal, o C-17 pode atingir uma impressionante razão de descida de 15,000 ft/min nessa configuração.

.

Abs.

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Há alguns brasileiros voando na Atlas Cargo, mas nenhum deles estava tripulando esse voo.     Avião cargueiro caindo de forma descontrolada assim me faz pensar em deslocamento da carga a bordo...

"NTSB has recovered the cockpit voice recorder from the cargo jet that crashed in Trinity Bay in Anahuac, TX. CVR being transported to NTSB labs in DC and will be evaluated when it arrives."   https

Reverso aberto em voo de forma não intencional, não necessariamente derruba um avião. Vale observar que a Boeing nem considera como "memory item" uma situação como esta, independente da fase do voo. 

Voltando ao assunto do tópico.... saiu o primeiro video.

 

 

"Video shows cargo plane moments before crash at Trinity Bay".

 

 

https://www.click2houston.com/news/video-shows-cargo-plane-moments-before-crash-at-trinity-bay

 

Quase nem da pra ver o avião... será que o vídeo que eles falam que tem do presidio é mais nítido?

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Me pareceu em um ângulo bem picado e grande velocidade.

Me fez recordar um 737CL que tentava pousar sob condições críticas de meteoro na Russia, e foi visto voando de encontro ao solo em situação parecida.

 

Alguém soube o desfecho desse caso?

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Me fez recordar um 737CL que tentava pousar sob condições críticas de meteoro na Russia, e foi visto voando de encontro ao solo em situação parecida.

 

Alguém soube o desfecho desse caso?

A tripulação se desiorientou arremetida.

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NTSB revelou que que aeronave caiu por causa dos comandos de um dos pilotos para a aeronave descer. Além disso, os motores foram levados à potência máxima.

 

NTSB não revelou se isso foi intencional ou se configura suicidio do piloto. CVR ainda está sendo analisado.

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NTSB revelou que que aeronave caiu por causa dos comandos de um dos pilotos para a aeronave descer. Além disso, os motores foram levados à potência máxima.

 

NTSB não revelou se isso foi intencional ou se configura suicidio do piloto. CVR ainda está sendo analisado.

A aeronave estava a 230 nós

 

No primeiro momento, a aeronave inclinou-se 4° para cima

 

Logo depois o piloto move o manche e aeronave inclinou-se 49° para baixo

 

Antes do impacto, a aeronave diminuiu a inclinação negativa gradativamente para 20°. Ultima velocidade registrada no FDR é de 430 nós.

 

Alarme de stall não soou e nem o stick-shaker foi acionado para justificar uma possivel recuperação de stall

Edited by edu2703
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Em resumo, o controle estava vetorando normalmente a trip para pouso em Houston, efetuando alguns desvios para evitar áreas de instabilidade, tudo coordenado.

 

Eis que há uma mudança de cenário. Ainda em investigação:

 

About 12:38, the controller informed the pilots that they would be past the area of weather in about 18 miles, that they could expect a turn to the north for a base leg to the approach to runway 26L, and that weather was clear west of the precipitation area. The pilots responded, “sounds good” and “ok.” At this time, radar and ADS-B returns indicated the airplane levelled briefly at 6,200 ft and then began a slight climb to 6,300 ft.

Also, about this time, the FDR data indicated that some small vertical accelerations consistent with the airplane entering turbulence. Shortly after, when the airplane’s indicated airspeed was steady about 230 knots, the engines increased to maximum thrust, and the airplane pitch increased to about 4° nose up and then rapidly pitched nose down to about 49° in response to column input. The stall warning (stick shaker) did not activate.

FDR, radar, and ADS-B data indicated that the airplane entered a rapid descent on a heading of 270°, reaching an airspeed of about 430 knots. A security camera video captured the airplane in a steep, generally wings-level attitude until impact with the swamp. FDR data indicated that the airplane gradually pitched up to about 20 degrees nose down during the descent.


The NTSB reported the captain had been with the company since 2015, held an ATPL and had accumulated about 11,000 hours of flight experience, thereof about 1250 on type. The first officer was with the company since 2017, also held an ATPL and had accumulated about 5000 hours of flight experience with 520 hours on type.

 

 

http://avherald.com/h?article=4c497c3c&opt=0

Edited by Dreamliner
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É possível haver windshear a altura 6200/6300ft??

Sim, porém geralmente é crítica para a operação de uma aeronave quando ocorre a baixa altura, sendo designadas como low-level windshear.

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NTSB editou o trecho que mencionava pitch down por comando do piloto:

 

"Also, about this time, the FDR data indicated that some small vertical accelerations consistent with the airplane entering turbulence. Shortly after, when the airplane’s indicated airspeed was steady about 230 knots, the engines increased to maximum thrust, and the airplane pitch increased to about 4° nose up. The airplane then pitched nose down over the next 18 seconds to about 49° in response to nose-down elevator deflection. (Editorial Note: the sentence originally read: "and then rapidly pitched nose down to about 49° in response to column input." and was later edited by the NTSB). The stall warning (stick shaker) did not activate."

Edited by gusdalcolmo
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Deve ter sido feio... :(

 

NTSB editou o trecho que mencionava pitch down por comando do piloto:

 

"Also, about this time, the FDR data indicated that some small vertical accelerations consistent with the airplane entering turbulence. Shortly after, when the airplane’s indicated airspeed was steady about 230 knots, the engines increased to maximum thrust, and the airplane pitch increased to about 4° nose up. The airplane then pitched nose down over the next 18 seconds to about 49° in response to nose-down elevator deflection. (Editorial Note: the sentence originally read: "and then rapidly pitched nose down to about 49° in response to column input." and was later edited by the NTSB). The stall warning (stick shaker) did not activate."

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  • 1 year later...



Gostaria de destacar dois comentários interessantes no YT:

 

"PILOTS’ EMPLOYMENT AND TRAINING HISTORIES HIGHLIGHTED Investigators also found that Aska, 44, had a problematic employment and training history prior to his hiring at Atlas in 2017. He joined the freight operation from Mesa Airlines, which he left after failing two flight simulator checkouts for promotion to captain on the Embraer 175 regional jet. One Mesa captain who evaluated him told the NTSB that Aska would "make frantic mistakes [and] start pushing a lot of buttons without thinking about what he was pushing." Earlier in his flying career, Aska had been briefly employed by regional airlines Air Wisconsin and Commutair but had left after four months and one month, respectively, due to failure to satisfactorily complete training at both carriers. He did not list his time with those airlines when applying at Atlas, the NTSB noted. Aska also failed his initial checkride at Atlas, due to what company pilots told the NTSB was "unsatisfactory performance in crew resource management, threat and error management, non-precision approaches, steep turns, and judgment." He ultimately passed the checkride after more remedial training, with the chief pilot at Atlas telling investigators he'd chalked up the first officer's previous difficulties to nerves and family issues. (The first link in the Chain was sitting on the Flight Deck)"
He was an affirmative action pick. I speak as a pioneer in aviation. Starting on heavy equipment in the early 80's. I did not see any other women for many years. Then suddenly everybody had to hire various minorities to fill quotas. Some were very good. Some were well, well below average. They were needed to get government contracts. Atlas probably has such contracts. The pilot pay at Atlas is very low so they just put warm bodies in the seats. The Captain also was not a career pilot. He started late as a second career. This is the kind of jobs these guys get. The danger is when you bid a line and get stuck flying with them. These two both appeared weak. That is the danger at certain second or third tier operators. Although I have flown with several white males who were struggling with the job, with low cognitive ability and unpleasant personality profiles. Aviation should require cognitive tests before training begins. These are illegal in the civilian world. The military uses them extensively with good results. Usually ground school and simulator training weeds them out. A few months ago there was a dire pilot shortage and thus a pilot such as this FO was hired.

 

Edited by MarceloF
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