Impresionante la pérdida.
QEPD
Accidentes en la Aviación Civil
- Tema iniciado Shandor
- Fecha de inicio
QEPD
Por las cadenas montañosas alrededor de la base. Si no entendí mal, puede ser que hubo un problema con la carga. Mal asegurada al parecer
--- merged: 30 Abr 2013 a las 21:48 ---
Del c@gazo debe haber sido. Además de lo increíble del momento.
Derruido
Colaborador
IMPRESIONANTE, Don Cosmi, urgente su opinión.
Al verlo parecia que se le venía encima al del cole.
Los dos huev... a la garganta se me fueron. Y eso que solo tengo uno.
Salute
El Derru
--- merged: 30 Abr 2013 a las 22:53 ---
Salute
El Derru
PD: Habrá que esperar los informes, y el comentario con gente con experiencia. DON COSMI, SOS.
Al verlo parecia que se le venía encima al del cole.
Los dos huev... a la garganta se me fueron. Y eso que solo tengo uno.
Salute
El Derru
--- merged: 30 Abr 2013 a las 22:53 ---
Es lo primero que pensé, despegue muy vertical y alguna carga se fue hacia el fondo. Como el accidente de Gardel.
Salute
El Derru
PD: Habrá que esperar los informes, y el comentario con gente con experiencia. DON COSMI, SOS.
Hay que esperar al NTSB (National Transportation Safety Board) y la FAA (Federal Aviation Administration) que sino hay nada secreto adentro del avion tendria que dar el informe en forma publica.
Leyendo el foro de Pprune sobre el tema se indica que normalmente en los despegues de esos lugares donde hay conflicto los pilotos adoptan un perfil que se llama NADP 1 Noise Abatement Departure Procedure/ Procedimiento de despegue de atenuacion de ruido 1, en el que se reduce el Empuje de Take Off Power a Climb Power a 800 ft AGL (sobre el terreno) en vez de hacerlo a 400 ft AGL y se inicia la aceleracion/retraccion de FLAP/SLAT a 3,000 ft AGL en vez de 400 ft AGL.
En ese ascenso hasta los 3,000 ft AGL se mantiene una velocidad que es V2+10 a 25 Kts.
V2 es la velocidad segura con un motor inoperativo.
Posibilidades, que al adoptar ese angulo de ascenso pronunciado los vehiculos que llevaba adentro se soltaran y si no estaba la bodega de carga llena se movieran a una posicion que provacaria un cambio de la posicion del CG / Center of Gravity que lo hiciera incontrolable en PITCH y al quedar "pesado" de cola no le pudieron bajar la nariz entrando en perdida/STALL.
Es raro que esten mal estivados esos vehiculos, yo hice vuelos para XXX a Istambul/Turquia con vehiculos que se blindaban en Cartagena/Colombia y de Istambul cruzaban a Iraq...y los vehiculos se fijan a los pallets con straps/sogas y se desinflan hasta cierta presion las ruedas.
Leyendo el foro de Pprune sobre el tema se indica que normalmente en los despegues de esos lugares donde hay conflicto los pilotos adoptan un perfil que se llama NADP 1 Noise Abatement Departure Procedure/ Procedimiento de despegue de atenuacion de ruido 1, en el que se reduce el Empuje de Take Off Power a Climb Power a 800 ft AGL (sobre el terreno) en vez de hacerlo a 400 ft AGL y se inicia la aceleracion/retraccion de FLAP/SLAT a 3,000 ft AGL en vez de 400 ft AGL.
En ese ascenso hasta los 3,000 ft AGL se mantiene una velocidad que es V2+10 a 25 Kts.
V2 es la velocidad segura con un motor inoperativo.
Posibilidades, que al adoptar ese angulo de ascenso pronunciado los vehiculos que llevaba adentro se soltaran y si no estaba la bodega de carga llena se movieran a una posicion que provacaria un cambio de la posicion del CG / Center of Gravity que lo hiciera incontrolable en PITCH y al quedar "pesado" de cola no le pudieron bajar la nariz entrando en perdida/STALL.
Es raro que esten mal estivados esos vehiculos, yo hice vuelos para XXX a Istambul/Turquia con vehiculos que se blindaban en Cartagena/Colombia y de Istambul cruzaban a Iraq...y los vehiculos se fijan a los pallets con straps/sogas y se desinflan hasta cierta presion las ruedas.
Como adicional les comento que los vuelos de compañias charteras para el Departamento de Defensa de US son contratos muy apetecidos.
El call sign o el codigo de llamada de estos vuelos en las comunicaciones entre los aviones y los Controladores aereos es RICH.
El call sign o el codigo de llamada de estos vuelos en las comunicaciones entre los aviones y los Controladores aereos es RICH.
M
Me 109
Flight Global
VIDEO: Flightglobal expert analyses Bagram 747 crash sequence
- Print
By: DAVID LEARMOUNT LONDON
06:44 30 Apr 2013
Source:
The fatal departure of a National Air Cargo Boeing 747-400F from Bagram air base on 29 April has been caught on amateur video. This is what the video shows:
The first sight of the aircraft on film shows it in an apparently steady climb through about 200ft (60m) above airfield level, just after take-off, but with an extremely high nose-up attitude.
Within about 3s of appearing on film the aircraft's port (left) wing begins to drop, and 1s later the roll reverses, the right wing dropping. Simultaneously, the 747 begins a dramatic yaw to the right, the nose dropping fast. The roll stops at an angle of about 110deg to the horizontal, by which time the forward airspeed is well below flying speed and the aircraft is just falling sideways through the air. As some airspeed is recovered in the fall, the pilots manage to roll the wings level.
But recovery would have been impossible, and the big freighter impacts the ground.
Crews taking off from military bases like Bagram in hostile territory normally plan to climb at the maximum climb angle, to put them at the greatest height above ground level achievable by the time they cross the airfield boundary. This entails a high nose attitude that is maintained for longer than normal, rather than trading climb angle for greater airspeed to make the aircraft easier to handle and safer in the event of an engine failure.
In this film there is no clear visual evidence of a missile travelling toward the aircraft, nor of the explosion or fire that a missile would cause if it were to detonate.
The risks of a maximum angle of climb departure are many. If an engine fails very soon after take-off there is a lower airspeed than normal. Slower speed reduces the rudder authority that keeps the aircraft straight and lowers the margin above stalling speed. In the event of an engine failure it is essential for the crew to push the nose down fast to maintain a safe speed with the lower power output.
Another major risk is that if any cargo is not adequately secured in the hold, the high climb angle will cause the payload to slide backward. This could unbalance the aircraft and cause the nose to pitch up, possibly overwhelming the elevator authority available to the pilots if they attempt to push the nose down.
Whatever the crew may have faced, and whatever they may have tried to do, once the aircraft had begun to show signs of being in trouble, the nose remained very high. Whether this was the result of a cargo shift or another factor, the inquiry will provide the answer. The aircraft, although on military operations, carries a flight data and cockpit voice recorder.
The National Transportation Safety Board has dispatched a team to Bagram to launch an investigation of the incident. All seven crew members were killed in the crash.
The first sight of the aircraft on film shows it in an apparently steady climb through about 200ft (60m) above airfield level, just after take-off, but with an extremely high nose-up attitude.
Within about 3s of appearing on film the aircraft's port (left) wing begins to drop, and 1s later the roll reverses, the right wing dropping. Simultaneously, the 747 begins a dramatic yaw to the right, the nose dropping fast. The roll stops at an angle of about 110deg to the horizontal, by which time the forward airspeed is well below flying speed and the aircraft is just falling sideways through the air. As some airspeed is recovered in the fall, the pilots manage to roll the wings level.
But recovery would have been impossible, and the big freighter impacts the ground.
Crews taking off from military bases like Bagram in hostile territory normally plan to climb at the maximum climb angle, to put them at the greatest height above ground level achievable by the time they cross the airfield boundary. This entails a high nose attitude that is maintained for longer than normal, rather than trading climb angle for greater airspeed to make the aircraft easier to handle and safer in the event of an engine failure.
In this film there is no clear visual evidence of a missile travelling toward the aircraft, nor of the explosion or fire that a missile would cause if it were to detonate.
The risks of a maximum angle of climb departure are many. If an engine fails very soon after take-off there is a lower airspeed than normal. Slower speed reduces the rudder authority that keeps the aircraft straight and lowers the margin above stalling speed. In the event of an engine failure it is essential for the crew to push the nose down fast to maintain a safe speed with the lower power output.
Another major risk is that if any cargo is not adequately secured in the hold, the high climb angle will cause the payload to slide backward. This could unbalance the aircraft and cause the nose to pitch up, possibly overwhelming the elevator authority available to the pilots if they attempt to push the nose down.
Whatever the crew may have faced, and whatever they may have tried to do, once the aircraft had begun to show signs of being in trouble, the nose remained very high. Whether this was the result of a cargo shift or another factor, the inquiry will provide the answer. The aircraft, although on military operations, carries a flight data and cockpit voice recorder.
The National Transportation Safety Board has dispatched a team to Bagram to launch an investigation of the incident. All seven crew members were killed in the crash.
Probablemente era un PMC en labores de escolta, esa gente que a estas alturas de la vida deben haber visto tantas cosas, accidentes, explosiones y muertos que no debe quedar mucho que lo haga decir "Oh fuck!" o algo que se le parezca.
Cayo como una bolsa de papa!!!
Derruido
Colaborador
Creo que fue tan rápido todo que ni tiempo para subirlo tuvieron.
Me sorprende como escala y en un momento determinado pierde totalmente la sustentación cayendo casi como un ladrillo. Jamás había visto algo parecido, salvo la caída del B52 por una maniobra temeraria del piloto. Pero esto es algo completamente distinto.
Ese es el miedo de los que alguna vez, volamos en un avión.
Salute
El Derru
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