Décidément...

posé en 18 juste équipé d'un LOC/DME

Dernière modification par Fuchs (14-08-2013 21:31:33)

Pas de victimes, c'est déjà ça...

n666eo a écrit:

Jerry150686 a écrit:

Pas de victimes, c'est déjà ça...

Infos contradictoires alors ? Les articles que j'ai vus annonce 2 morts (l'équipage).

Pareil ici , du coup j'en ai deduis que personne ne savait , hormis la Cie qui semble vouloir conserver le silence...Vu la gueule du cockpit j''ai un petit espoir d'entendre une bonne nouvelle...

Pardon, j'ai mal lu.
Le lien donné par Avroliner sur Avherald porte sur un autre accident (tail strike), mais pas ce crash.
Désolé :(

Avroliner a écrit:

Encore assez peu d'informations.

Airbus A300-600

Immat: N155UP ou N173UP selon les sources.

Vol: 5X-1354 Louisville to Birmingham.

2 membres d'équipages

L'accident aurait eu lieu durant une seconde approche suite à une remise de gaz ordonnée par la tour à 04:51 L (09:51 Z). Il aurait heurté le sol près l'intersection entre Airport Road et Tarrant Huffman Road à moins d' 1 nm du seuil de piste et à pris feu en laissant une traînée de débris d'environ un demi-mile

Tout ceci avec la réserve qui s'impose et à confirmer bien évidemment.

http://avherald.com/h?article=439d7e7c

http://usnews.nbcnews.com/_news/2013/08 … rport?lite

Apparement les deux liens que tu proposent parlent de deux événements distincts. le premier rapporte un hard landing sans avoir provoqué ni decès ni blessure

A UPS United Parcel Service Airbus A300-600, registration N173UP performing flight 5X-797 from El Paso,TX to Albuquerque,NM (USA) with 2 crew, touched down very hard while landing on Albuquerque's runway 26 at 20:24L (02:24Z Mar 23rd). The crew initiated a go-around, tower ordered a go-around, the airplane was vectored for another approach this time to runway 03. The aircraft landed without further incident about 10 minutes later and vacated the runway. No injuries occurred.

Le deuxième parle d'un crash en Alabama où les deux pilotes sont tous decedés.

Dernière modification par flighty (16-08-2013 00:02:27)

Avroliner a écrit:

flighty a écrit:

Avroliner a écrit:

Encore assez peu d'informations.

Airbus A300-600

Immat: N155UP ou N173UP selon les sources.

Vol: 5X-1354 Louisville to Birmingham.

2 membres d'équipages

L'accident aurait eu lieu durant une seconde approche suite à une remise de gaz ordonnée par la tour à 04:51 L (09:51 Z). Il aurait heurté le sol près l'intersection entre Airport Road et Tarrant Huffman Road à moins d' 1 nm du seuil de piste et à pris feu en laissant une traînée de débris d'environ un demi-mile

Tout ceci avec la réserve qui s'impose et à confirmer bien évidemment.

http://avherald.com/h?article=439d7e7c

http://usnews.nbcnews.com/_news/2013/08 … rport?lite

Apparement les deux liens que tu proposent parlent de deux événements distincts. le premier rapporte un hard landing sans avoir provoqué ni decès ni blessure

A UPS United Parcel Service Airbus A300-600, registration N173UP performing flight 5X-797 from El Paso,TX to Albuquerque,NM (USA) with 2 crew, touched down very hard while landing on Albuquerque's runway 26 at 20:24L (02:24Z Mar 23rd). The crew initiated a go-around, tower ordered a go-around, the airplane was vectored for another approach this time to runway 03. The aircraft landed without further incident about 10 minutes later and vacated the runway. No injuries occurred.

Le deuxième parle d'un crash en Alabama où les deux pilotes sont tous decedés.

Ces liens dataient de quelques heures post accident.  Les infos ont évolué.  L'avion étant tombé hors du domaine aeroportuaire, un hard landing semble improbable...  surtout au vue des photos. De plus UPS à confirmé le décès des pilotes.

Bon on continue...je vous traduis l'essentiel

A- information clé fournie par le premier lien:

****Accident d'un A306 d'UPS le 22 mars 2011 à Alburquerque****
La page web est publiée le 24 mars 2011 et mise à jour le 29 decembre 2011

1- liaison entre El Paso, Texas et Albuquerque, New Mexico
2- première tentative ratée d'un atterrissage sur la piste 26 à 20:24 heure locale et finalement atterri sur la 03 après un go-aroud
3- l'avion a atterri durement sans toutefois, à premier abord, causé un dommage notable et quitte la piste 10 minutes aprés.
4- Aucune blessure n'est constatée
5- le FAA a communiquée qu'un dommage sérieux a été constaté après une inspection et qualifie l'ìncident comme un accident
6- Reader Erick a affirmé d'avoir vu des agents en train d'inspecter la partie inférieur de l'arrière de l'avion utilisant un élévateur mécanique

B- information clé fournie par le deuxième lien

*****Cette information est initialement publiée le 14 aout 2013 à 18h15 heure EDT (Eastern Daylight Time)******

7- un avion cargo de UPS a crashé très tôt le matin du mercredi(cette semaine) pas loin de l'aéroport de Birmingham, Alabama

8- l'accident a tué le pilote et son copi

9- le vol porte le numéro 1354

10- l'avion partait de Louise ville, Kentucky

11- etc. etc. et les photos postés plus haut affirment le reste


Alors je te re-confirme que tes deux liens parlent de deux événements totalement différents et décalés de deux ans au moins

Amicalement

Dernière modification par flighty (16-08-2013 05:15:44)

Va y avoir du boulot d'enquête...

In their third press briefing on Aug 16th 2013 the NTSB said, the "recorders did their job", there are good data, the cockpit voice recorder as well as the flight data recorder hold the entire flight. The captain (ATPL, 8,600 hours total, 3,200 hours on type) was pilot flying, the first officer (ATPL, 6,500 hours total, 400 hours on type) was pilot monitoring, the crew briefed the LOC approach runway 18, 2 minutes prior to the end of recording the aircraft received landing clearance on runway 18, 16 seconds before end of recordings there are two audible alerts by the GPWS "Sink Rate! Sink Rate!", 13 seconds prior to end of recording one crew member said "runway in sight", 9 seconds prior to end of recording sounds consistent with impact occurred. The flight data recorder contains more than 400 parameters requiring verification that these parameters are valid, this process takes time. It holds 70 hours of data including the entire accident flight. There were two controllers on duty at Birmingham tower, one controller was taking a break as permitted. The remaining controller observed the crash, he saw sparks and a large bright orange flash that he interpreted as breaking of a power line, he saw the landing lights, then no longer saw the landing lights and instead saw a large orange glow, he activated the crash button. There were no alerts regarding minimum safe altitude issued by his radar system. The crew started their "duty day" in Rockford,IL at 9:30pm on Aug 13th and flew to Peoria,IL as flight 5X-617 on A306 N161UP, then to Louisville,KY again as flight 5X-617 on N161UP before departing for the accident flight 5X-1354 on N155UP.

In their fourth and last press conference on Aug 17th the NTSB reported, the flight data recorder data have been validated. First results suggests the flight control inputs and flight control surface movements correlate, the engine parameters were normal. The flight data recorder stopped a few seconds prior to the cockpit voice recorder. The autopilot was engaged until the end of flight data recording end, the speed was about 140 KIAS as selected by the autoflight system consistent with the expected approach speed. The flight data recorder also confirmed the Sinkrate GPWS alerts. A checkflight by FAA on the PAPI system confirmed the PAPIs were indicating correctly to 1/100th of a degree. The aircraft had been updated to comply with all service bulletins and airworthiness directives.

De plus en plus bizarre cette affaire.
Manque encore pas mal d'info. PA actif jusqu’à l'impact ? Quid de l'annonce "minimum" et de la déconnexion PA qui s'en suit normalement ?
Sur ce coup-la, difficile de dire quoi que ce soit a partir des infos factuelles. La partie facteur humain de l’enquête risque d'avoir un boulot monstre...

et dire que j'ai passé trois semaines à birmingham l'année derniére... ça fait bizarre

Petit update :

On Feb 20th 2014 the NTSB released a number of documents into their public docket as part of the scheduled public hearing into the crash. The factual report submitted by the investigators states, that the aircraft performed a LOC 18 approach to Birmingham following an eventless flight with the crew, according to testimonies by ground personnel at Louisville in good/normal mood, intercepting the localizer at 2500 feet MSL. After crossing BASKN at 2500 feet the aircraft began the descent, the rate of descent increased to 1500 fpm and the aircraft descended through the decision altitude (1200 feet MSL, 556 feet AGL) at 1500 feet per minute rate of descent. An aural "sink rate" alert was raised by the EGPWS at 235 feet AGL (1536 fpm), 7 seconds after the sink rate the aircraft contacted tree tops and terrain about 1.2nm short of the runway threshold, portions of the aircraft came to rest about 0.75nm from the runway threshold. The captain (58, ATPL, 6,406 hours total, 3,265 hours on type) was pilot flying, the first officer (37, ATPL, 4,721 hours total, 403 hours on type) was pilot monitoring. The factual report also stated, that the charts used by the crew still showed the remark "When VGSI inop, procedure NA (not authorized) at night" that had been cancelled and revoked by the FAA in December 2011. The charts were only updated following the crash. The flight data recorder showed the aircraft was on autopilot maintaining 2500 feet while intercepting the localizer, the autopilot captured the localizer successfully and subsequently tracked the localizer until end of recording. A vertical speed of -700 fpm was selected into the master control panel, the aircraft began to descend below 2500 feet MSL consistent with intercepting the glidepath, 26 seconds after the begin of the descent the vertical rate was increased to 1500 fpm in the master control panel followed by the change of target altitude from 2500 feet to 3775 feet MSL. 45 seconds after the vertical speed was increased to -1500 fpm the EGPWS sounded "Sink Rate", an immediate response reduced the rate of descent to about -500 fpm. The control column position began to move towards nose up commands, 8 seconds after the EGPWS warning the autopilot disconnected (not stated whether disconnected by pilot command or automatically disconnected), an autopilot disconnect aural warning occurred, the autothrottle changed from speed to retard mode and the recording ended showing 7 degrees nose up and 138 KIAS at 14 feet AGL at last recording. The factual report regarding the cockpit voice recording shows the crew believed they were kept high and were complaining just after reading the final landing checklist and decided to use vertical speed. Shortly after the missed approach altitude was selected, both crew again commented they were too high for the approach, then the first officer commented "thousand feet", instruments cross checked, no flags, the captain remarked "DA is twelve hundred", then called 2 miles, shortly after the EGPWS sounded "Sink Rate", the captain got visual with the runway, the first officer confirmed runway in sight, the captain stated "autopilot's off", the autopilot cavalry charge (disconnect) sound was recorded following by first sounds of impact within a second after the begin of the cavalry charge, the EGPWS sounded "too low Terrain", the captain asked "Did I hit something?" followed by exclamations from both crew and sounds of impact until end of recording.