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Taxiway Error Leads to Milan Disaster |
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A business jet which took the wrong taxiway at Milan Linate airport caused the disastrous runway collision with a Scandinavian Airlines (SAS) Boeing MD-87, killing all 110 people on board the airliner. The four people in the smaller aircraft and four more in a baggage handling building were also killed.
Just after 08:00 local time on 8 October the Air Evex Cessna Citation CJ2 was cleared by ATC to taxi along the north side R5 taxiway and report reaching the first stop point. Low visibility procedures were in force - the business jet's German crew had been offered a "Follow Me" vehicle but refused - as visibility was about 250m, but quickly worsening.
The Citation instead took the R6 taxiway to the south east, then called for clearance to proceed from the R5 hold when it was in fact at the R6 stop point. ATC cleared the aircraft to continue within seconds of clearing the MD-87 to take off on rwy 36R.
The 2 aircrafts collided on the runway intersection with R6 just as the MD-87 had begun to rotate for take-off. The SAS aircraft hit the Citation with its main gear and tail and fell back onto the runway having suffered serious damage as the Citation exploded. The wrecked airliner slid along the runway and impacted a building beyond it, slightly to the right.
Linate had been equipped with an Aerodrome Surveillance Monitoring Indicator, but it was deactivated in November 1999 as obsolete. Sumber: Flight Int'l, October 2001
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Meski Mesin Mati, Airbus Mendarat Selamat |
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Kepiawaian pilot Robert Piche melayangkan Airbus A330-200 yang mati mesin di ketinggian 33.000 kaki membuat 291 penumpang dan 13 awak pesawat Transat milik Canada lolos dari maut. Pesawat berhasil mendarat dengan selamat di Bandara Lajes, kepulauan Azores, wilayah Portugal di tengah Samudra Atlantik, meski 8 dari 10 roda pendaratnya pecah.
Ketika kedua mesin mati, pesawat terguncang hebat dan menungkik tiba-tiba. Kabin kehilangan tekanan udara. Banyak orang terlempar dari tempat duduk dan berteriak ketakutan. Semula pilot hendak melakukan pendaratan darurat dengan menceburkan pesawat ke Laut Atlantik karena kesulitan untuk mengendalikan pesawat dengan mesin mati pada ketinggian tersebut.Pesawat melayang dan meluncur di udara selama 18 menit sebelum mendarat darurat dengan kecepatan tinggi.
Seluruh penumpang selamat dan menganggap Piche sebagai pahlawan. Para pejabat dan rekan pilot di Kanada juga memandang keberhasilan Piche mendaratkan pesawat sebagai suatu tindakan heroik, namun pilot asal Kanada itu menanggapi segala pujian tersebut dengan rendah hati dan mengatakan dirinya hanya menjalankan tugas. "Saya bukanlah pahlawan, tidak ada yang istimewa. Saya cuma melakukan tugas saya, saya dilatih dan dibayar untuk memastikan keselamatan penumpang terjaga dalam keadaan apapun. Sebagai pilot, kami selalu siaga atas segala kemungkinan." Sumber: kompas, 30 Agustus 2001
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Boeing 777 Mendarat Darurat di Jepang Barat |
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Sabtu, 25/8/2001, 21:49 WIB Sebuah pesawat Boeing 777 yang mengangkut 314 penumpang melakukan pendaratan darurat di sebuah bandara di Jepang bagian barat setelah ban di bawah sayapnya meletus. Singapore Airlines Flight 982 mendarat di Bandara Nagoya pukul 8:28 waktu setempat, Jumat, setelah pilot melaporkan adanya persoalan ban pada roda meletus, kepada menara pengawas, demikian Kyodo News.
Sumber: www.satunet.com
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F28 Tire Restrictions Limited Take-Off Weight (low pressure tires only) |
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For operation from unpaved runways, or from unprepared rought fields, the F28 is equipped with low pressure tires, which have better flotation characteristics due to a larger footprint (=tire contact area) as compared with high pressure tires. The low pressure tire speed limitation is specified by the manufacturer. The loaded tire deflection is approx. 4% in excess of the unloaded tire. Tire deflection in excess of the maximum will have some adverse effect on tire-life (=durability) & remould capabilities.
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Cross-wired Controls Almost Bring Down Lufthansa A320 |
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A LUFTHANSA Airbus A320 almost crashed shortly after take-off because of reversed wiring in the captain's sidestick flight control. Quick action by the co-pilot, whose sidestick was not faulty, prevented a crash. The 20 March Frankfurt-Paris scheduleservice hit turbulence just after rotate and the left wing dipped. The captain responded with a slight sidestick input to the right but the aircraft banked further left. The pilot followed up with a stronger right input. The aircraft responded with more left bank, reaching 21°. Realising the problem, the copilot switched his sidestick to priority and recovered the aircraft.
According to sources close to the investigation, the flight data recorder revealed that the left wing dipped to within 0.5m (1,6ft) of the ground. "If this had continued for 5s more, the aircraft would have definitely crashed," says the source. A full report by the German BFU aircraft accident investigation board is expected shortly. Airbus declines to comment and Lufthansa would not make anyone available for comment. The crew say they had performed their pre-take-off checks and that all electronic centralised aircraft monitor (ECAM) indications seemed normal. According to the A320 manual, the pilot flying (PF) should check his sidesrick for full lateral and fore/aft movement, holding it in each position until the control surfaces have reached full travel, and the pilot not flying (PNF) should check the ECAM to see that the control surfaces are moving correctly. The roles are then reversed while the PNF checks his controls. After performing handling checks at 12,000ft (3,650m) and confirming that the captain's sidestick was reversed in roll, the crewrenirned to-Frankfurt.
The investigation has focused on maintenance on the captain's controls carried out by Lufthansa Technik just before the flight. During the previous flight a problem with one of the two elevator aileron computers (ELAC) had occurred. An electrical pin in the connector was found to be damaged and was replaced. It has been confirmed that two pairs of pins inside the connector had accidentally been crossed during the repair. This changed the polarity in the sidestick and the respective control channels, "bypassing" the control unit which might have sensed the error and would have triggered a warning. Clues might have been seen on the ECAM screen during the flight control checks, but often pilots only check for a deflection indication, not the direction. Before the aircraft left the hangar a flight control check was performed by the mechanic, but only using the first officer's sidestick. Source: Flight International
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