·便民百宝箱·社区工具·查看新帖·设为首页·保存桌面·手机版
中美洲际直升机

飞行总动员航空网—Flight Story aviation network—领先的飞行主题社区—航空业界动态—飞机资讯—飞行论坛中心

 找回密码
 立即注册

QQ登录

只需一步,快速开始

AIRBUS
中国航空金融发展东疆国际论坛
首都通用航空产业研究院西联航空航天咨询服务中心西北通用航空协会
欢迎加入飞行总动员航空会飞行总动员航空商城淘宝店
搜索
查看: 246|回复: 0

Dutch call for take-off warning systems [复制链接]

Rank: 7Rank: 7Rank: 7

UID
62577
帖子
462
精华
0
积分
2178
威望
0
金钱
1716
贡献
0
注册时间
2014-7-16
最后登录
2018-4-11
在线时间
257 小时
发表于 2018-3-29 00:00:23 |显示全部楼层
本帖最后由 XLC 于 2018-3-29 00:02 编辑



Boeing aircraft after take off. View from below.


The Dutch Safety Board has called for the swift development of independent systems which warn pilots when their aircraft has insufficient take-off performance.


The board analysed serious incidents involving incorrect thrust settingsin Boeing 737-800 aircraft in 2014 and 2015.


‘In both incidents the required safety margins for take-off performance were not met, increasing the risk of a runway overrun, tail strike and a collision with an obstacle after departure,’ the report said.


In the first incident, the pilots of a flight taking off from Groningen Airport Eelde in north-eastern Holland became aware that acceleration was less than expected, and the aircraft became airborne only 60 metres from the end of the runway. The report said that the pilots, using a data card, had miscalculated the take-off weight by 10 tonnes, and consequently set insufficient thrust.


The second incident, on a flight from Lisbon in Spain, occurred after the operator had introduced digital performance calculations on an electronic flight bag (EFB). An input error meant that take-off performance was calculated for an incorrect runway/take-off position, possibly due to unclear naming of take-off positions. The available runway length was 1120 metres less than calculated.


‘A common factor in both incidents was that the errors could propagate, because there were no adequate crosschecks in place to detect the specific errors made by the flight crew,’ the report said.


‘A crosscheck detecting the erroneous take-off weight on the bug card was lacking in the Groningen incident. A crosscheck detecting that both pilots were making the same runway selection error was lacking in the Lisbon incident.


‘Another common factor in both incidents was that the flight crew did not select additional thrust after realising the take-off roll was unusually long.’


The report points out that worldwide, there have been numerous incidents involving erroneous take-off parameters.


Once such incident, reported in Flight Safety Australia’s January 2017 edition, involved an Emirates Airbus A340 taking off from Melbourne in March 2009.


A single digit incorrectly input into an EFB meant that the aircraft was 100 tonnes heavier than the take-off weight calculations. The aircraft was sluggish to accelerate, suffered a serious tailstrike, and overran the runway before becoming airborne. The crew managed to dump fuel and return for a safe landing.


The Dutch Safety Board said that development of new and independent monitoring systems to provide flight crews with a timely warning that the required take-off performance could not be achieved, was slow. It said that the European Aviation Safety Agency (EASA) had not given development of regulations for such systems a high priority because there had been only three fatal accidents involving take-off performance-related incidents in the past 16 years.


使用道具 举报

关闭

飞行总动员推荐

飞行总动员®航空俱乐部(FSAC)服务项目
诚邀您加入飞行总动员®航空俱乐部(FSAC) 首家国际国内连锁航空会员俱乐部 加入会员享有的权益:

查看 »

飞行总动员航空qq群微信号

Copyright ©2011 fxzdy.com All Right Reserved.  Powered by Discuz! (网站已备案)

本站信息均由会员发表,不代表本网站立场,如侵犯了您的权利请发帖投诉   安全联盟 关注

平平安安
TOP
回顶部