Check-Six Forums

JulietBravo a écrit :Quelqu'un saurait dire combien d'Airbus A330-200 sont en circulation (voire, idéalement, une liste des compagnies qui l'exploitent, mais là j'en demande sans doute un peu trop...) ?

erwan_67 a écrit :Je sais pas moi, à faire passer l'info peut-être? Rien de plus.

Alors pas la peine de venir me taper sur les doigts, hein!

JulietBravo a écrit :Quelqu'un saurait dire combien d'Airbus A330-200 sont en circulation (voire, idéalement, une liste des compagnies qui l'exploitent, mais là j'en demande sans doute un peu trop...) ?

Puppetmaster a écrit :suffit de demander:

http://www.airbus.com/odxml/orders_and_deliveries.xls


379 livrés, 376 en opération

pipo2000 a écrit :Tout à fait d'accord, d'autant que les documents sont généralement d'une très bonne qualité et semblent assez objectifs.

Le problème, c'est que depuis 1/2ans ils ont comme "saboté" leur site internet et que c'est devenu "très compliqué" d'y trouver lesdits rapports .

Don Diego 2000 a écrit : Je ne vois pas ce qu'il y a de "compliqué" à les trouver ??

Don Diego 2000 a écrit :Je ne vois pas ce qu'il y a de "compliqué" à les trouver ??

SGR_Rakk a écrit :D'après le Figaro d'aujourd'hui, l'avion a atterri par vent arrière sur une piste dirigée pleine EST au moment ou le soleil se levait...

Flogger a écrit :Sinon, El Doctor, par "dégagé du volet judiciaire", tu entends quoi?

El Doctor a écrit :Les accidents où il y a eu mort d'homme (Rafales, SEM) impliquent automatiquement une enquête judiciaire menée par les instances "civiles". Le rapport n'est rendu que quand cette phase, souvent d'ordre purement administrative, s'achève.

Bensky a écrit :Ouhla non, s'il y a eu mort d'homme c'est loin d'être purement administratif !
Surtout si le mort n'était pas dans l'avion.

At 04:00:24 syntactic voice message generated (hundred above) and the Captain called out "Continue". The co-pilot responded by also calling "Continue", aircraft was approaching the MDA of 620 feet.

At 04:00:42 Aircraft was at altitude 490 ft (280 ft RA) syntactic voice generated (too low terrain) at which the captain requested go around, The co-pilot confirmed and the captain informed the Tower, then go around initiated and aircraft climbing to 670 ft.

At 04:00:59 Aircraft nosing down.

From 04: 01:10 to 04:01:12 Captain took priority over the flight controls by pushing on priority button and the aircraft was fully under the captain’s control who applied a sharp nose down input.

At 04:01:14 Approximately aircraft impacted with ground near by Tripoli International Airport (N 32 39.696, E 013 06.878) at (262 ft) above mean sea level with (260 knots) Ground Speed and a vertical speed off (– 4400 ft / min).

During the past ninety days prior to the accident one repetitive snag related to aircraft controls recorded in the Aircraft technical log book, this snag indicates that the captain side stick priority push button had sticky operation and delay in returning to the off position.

The two flight recorders were found a few meters before the tail section.

Examination of the accident site showed that the aircraft collided with the ground with its wings horizontal and a pitch attitude that was almost level. After the initial high-energy impact, the aircraft slid longitudinally over a distance of about 800 m, gradually disintegrating, as indicated by the scattering of debris.
Examination of the wreckage also made it possible to determine that the engine speed was high and the aircraft configuration was as follows:
 Landing gear retracted;
 Landing gear doors in transition;
 Flaps partially retracted and slats extended, which corresponds to position 1 of the slat and flap control lever;
 Position of the THS: 20.0 cm between the nut and the output bearing of the electric actuator. This value corresponded to a 3° nose-up position of the THS.

On April 28, 2010 in the afternoon around 15 h 50, i.e. fourteen days before the accident, the Captain and co-pilot carried out the same approach (Locator to runway 09) at Tripoli with the same aircraft.
(...)
The analysis of the SSFDR recording highlighted the following:
(...)
o Following the autopilot disconnect, and for a period of 40 seconds:
[INDENT] The altitude increased to 1,060 ft and then decreased to 940 ft (TAWS warning “DON’T SINK” generated) before increasing again .
 The pitch attitude which was +3 degrees successively changed as follows:
[INDENT]- initially increased to reach +7 degrees,
- then decreased to +2 degrees,
- then increased again up to +7 degrees,
- decreased to -2 degrees,
- increased to reach +25 degrees,[/INDENT]
 dual inputs were recorded on seven occasions times, generating “DUAL INPUT” warnings,
 inputs on the thrust levers were recorded,
 the VFE was exceeded twice.[/INDENT]
o The crew then stabilized the flight path of the aircraft and landed a few minutes
later on runway 27.
Overall, the approach was never stabilized, from the intermediate approach segment to the missed approach.

Flight AZ871 operated as a daily scheduled passenger flight from TIP to FCO.
The crew left the hotel in town at 04:40 LT and soon noticed that top of taller buildings were invisible due to low clouds.
Once on board the crew realized that the ATIS time report was 21:30Z, i.e. the evening before.
About 05:50 LT AZ871 was cleared to taxi (taxiway S) to takeoff from runway 09. Again the crew noticed that weather conditions were different from what reported by ATIS. They estimated the ceiling to be lower than reported and visibility to be about 2-3 km.
During taxi AZ crew heard AAW771 flight reporting TW beacon inbound and, at that moment, switched on the TCAS in order to identify the position of AAW771 flight.
AZ871 was taxing to runway 09 heading 270° when spotted the AAW771 on the TCAS at 300ft AGL.
At that moment AAW771 reported to the tower they were unable to see the runway and requested to make a go around then clearance for ILS27.
AZ871 crew saw the A330 appearing below the clouds, in a low-nose attitude and almost wing level. Few seconds later the A330 impacted the ground slightly south of the runway and burned into flames. Tail section of the aircraft separated almost immediately and bounced on the ground several times.
AZ871 reported the crash to the TWR.