Ciao ragazzi.
Che si sta perdendo? Vi posto il link (in spagnolo) completo per chi voglia leggerlo.
http://www.infobae.com/2013/12/05/15287 ... leno-vuelo
Roberto
Volo 415 Delta Airline
Moderatore: Staff md80.it
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Fabio Airbus
- FL 150
- Messaggi: 1521
- Iscritto il: 26 ottobre 2012, 14:36
- Località: Genova
Re: Volo 415 Delta Airline
Ha danneggiato entrambi i motori a causa di ingestioni di pietre dal prato. Penso sia il danno più costoso.
Ogni tecnologia sufficientemente avanzata è indistinguibile dalla magia. (Arthur C. Clarke)
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JT8D
- Administrator
- Messaggi: 18986
- Iscritto il: 2 agosto 2005, 20:38
- Località: Limbiate (MB)
- Contatta:
Re: Volo 415 Delta Airline
Riguardo questo evento: "On Jan 12th 2015 Spain's CIAIAC reported in an interim report, that the investigation is nearly complete, the draft report is being written for comment and authorization. The CIAIAC stated: "During the takeoff run the aft right wheel on the right main landing gear broke and the debris from the tire detached and struck the lower wing, forming a hole and also rupturing important components in the hydraulic system, which in turn detached and struck the upper surface of the wing, causing one of the outer panels to detach. The damage to the hydraulic system made it impossible to retract the landing gear. The crew detected this immediately during the climb and declared an emergency, returning to the airport as instructed by ATC and landing on runway 32L at 12:05. At the end of the landing run the aircraft left the runway via the last rapid-exit taxiway on the left side (L3), coming to a stop outside said taxiway in a grassy area located halfway between the end of runway 32L and terminal T4."
(http://www.avherald.com/h?article=46c87473&opt=0)
Paolo
(http://www.avherald.com/h?article=46c87473&opt=0)
Paolo
"La corsa di decollo è una metamorfosi, ecco una quantità di metallo che si trasforma in aeroplano per mezzo dell'aria. Ogni corsa di decollo è la nascita di un aeroplano" (Staccando l'ombra da terra - D. Del Giudice)
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JT8D
- Administrator
- Messaggi: 18986
- Iscritto il: 2 agosto 2005, 20:38
- Località: Limbiate (MB)
- Contatta:
Re: Volo 415 Delta Airline
E' stato rilasciato il final report relativo a questo evento, che è riassunto qui:
http://avherald.com/h?article=46c87473/0000&opt=0
"The incident was caused by the blowout of one of the main gear tires, caused by a metallic piece that had remained inside the tire during the retreading process.
The rubber that detached from the tire struck and perforated the underside of the right wing, damaging several hydraulic lines and rendering the airplane’s center and right hydraulic systems inoperative. A part from the hydraulic system then struck the top surface of the wing, perforating it as well.
Il final report pone alcuni quesiti interessanti:
"A fifth, and important, question that arises, this time involving the design of the aircraft, is if it is reasonable for a tire blowout to affect such critical systems on the airplane and why said systems are not better protected.
It must be noted that eight hydraulic system lines on the trailing edge were damaged, rendering the right and center systems inoperable, affecting the nose wheel steering system and the brakes, and leaving only the brake accumulator to stop the airplane. Also left inoperable were nine out of twelve air brakes and the right reverser. In addition to this, there was also significant structural damage, such as a fractured spar in the right wing.
The aircraft manufacturer shares this concern and is working to see how best to reinforce the protection for all the systems housed in the wings to avoid a reoccurrence of this event.
Understandably, the time period needed to draw satisfactory conclusions will be lengthy, but a safety recommendation is still being issued to the manufacturer to prevent a similar situation from happening in the future. Although these actions are already underway and both the FAA and EASA are reviewing the certification rules, meaning the results of all this work must be known before a determination can be made on improving the safety and protection of these and other systems located in the wing, issuing a recommendation offers a suitable means of tracking all this work".
e inoltre:
"Finally, there is a sixth and final question stemming from this event, namely, why the aircraft did not stop on the runway if the distance specified in the QRH was below that available for landing and the airplane touched down very close to the threshold.
Boeing’s QRH has a section with tables for calculating landing distances. These tables are calculated to include the distance from the time the airplane is at an altitude of 1,000 ft until it is over the runway threshold plus the actual distances on the ground.
Taking into account the loss of the center and right hydraulic systems, and for the weight, pressure altitude, temperature and runway conditions present, the landing distance should be about 7,500 ft. This figure does not include the effect of a blowout, which is not considered among those configurations for which a landing distance in published.
The difference between the figures in the table and the actual distance traveled is that the braking distance expressed in the QRH is not calculated using a specific braking model that uses all the liquid in the accumulator; instead, it is calculated using a model that assumes that the hydraulic system is fully active for braking and the efficiency of the accumulators is overestimated in comparison to that of the system as a whole.
This is obviously not the correct way to do the calculation, as it does not take into account the finite nature of the accumulator as a source of pressure. In reality, the pressure on the brakes is supplied by the accumulators as the fluid in them, fluid that cannot be replenished, is exhausted.
To address this, the manufacturer is working to ensure that the QRH considers every case, including the scenario specific to this event. However, due to the importance of having this information available as soon as possible, a safety recommendation is being issued to the manufacturer to make the necessary changes to the QRH such that it reflect the actual landing distance required.
It would also be appropriate for the manufacturer to inform other operators using similar airplanes in their fleets of any progress made in these areas".
Paolo
http://avherald.com/h?article=46c87473/0000&opt=0
"The incident was caused by the blowout of one of the main gear tires, caused by a metallic piece that had remained inside the tire during the retreading process.
The rubber that detached from the tire struck and perforated the underside of the right wing, damaging several hydraulic lines and rendering the airplane’s center and right hydraulic systems inoperative. A part from the hydraulic system then struck the top surface of the wing, perforating it as well.
Il final report pone alcuni quesiti interessanti:
"A fifth, and important, question that arises, this time involving the design of the aircraft, is if it is reasonable for a tire blowout to affect such critical systems on the airplane and why said systems are not better protected.
It must be noted that eight hydraulic system lines on the trailing edge were damaged, rendering the right and center systems inoperable, affecting the nose wheel steering system and the brakes, and leaving only the brake accumulator to stop the airplane. Also left inoperable were nine out of twelve air brakes and the right reverser. In addition to this, there was also significant structural damage, such as a fractured spar in the right wing.
The aircraft manufacturer shares this concern and is working to see how best to reinforce the protection for all the systems housed in the wings to avoid a reoccurrence of this event.
Understandably, the time period needed to draw satisfactory conclusions will be lengthy, but a safety recommendation is still being issued to the manufacturer to prevent a similar situation from happening in the future. Although these actions are already underway and both the FAA and EASA are reviewing the certification rules, meaning the results of all this work must be known before a determination can be made on improving the safety and protection of these and other systems located in the wing, issuing a recommendation offers a suitable means of tracking all this work".
e inoltre:
"Finally, there is a sixth and final question stemming from this event, namely, why the aircraft did not stop on the runway if the distance specified in the QRH was below that available for landing and the airplane touched down very close to the threshold.
Boeing’s QRH has a section with tables for calculating landing distances. These tables are calculated to include the distance from the time the airplane is at an altitude of 1,000 ft until it is over the runway threshold plus the actual distances on the ground.
Taking into account the loss of the center and right hydraulic systems, and for the weight, pressure altitude, temperature and runway conditions present, the landing distance should be about 7,500 ft. This figure does not include the effect of a blowout, which is not considered among those configurations for which a landing distance in published.
The difference between the figures in the table and the actual distance traveled is that the braking distance expressed in the QRH is not calculated using a specific braking model that uses all the liquid in the accumulator; instead, it is calculated using a model that assumes that the hydraulic system is fully active for braking and the efficiency of the accumulators is overestimated in comparison to that of the system as a whole.
This is obviously not the correct way to do the calculation, as it does not take into account the finite nature of the accumulator as a source of pressure. In reality, the pressure on the brakes is supplied by the accumulators as the fluid in them, fluid that cannot be replenished, is exhausted.
To address this, the manufacturer is working to ensure that the QRH considers every case, including the scenario specific to this event. However, due to the importance of having this information available as soon as possible, a safety recommendation is being issued to the manufacturer to make the necessary changes to the QRH such that it reflect the actual landing distance required.
It would also be appropriate for the manufacturer to inform other operators using similar airplanes in their fleets of any progress made in these areas".
Paolo
"La corsa di decollo è una metamorfosi, ecco una quantità di metallo che si trasforma in aeroplano per mezzo dell'aria. Ogni corsa di decollo è la nascita di un aeroplano" (Staccando l'ombra da terra - D. Del Giudice)