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Joined: Aug 2004
Posts: 61
25+ posts
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25+ posts
Joined: Aug 2004
Posts: 61 |
YOU kneel before ME!!!!!
SCHMUTZIGER AUSLÄNDER!!!
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Joined: Nov 2000
Posts: 13,392
[insert non-dated reference here] 10000+ posts
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[insert non-dated reference here] 10000+ posts
Joined: Nov 2000
Posts: 13,392 |
Last night I saw an episode of a documentary series on air crash investigation, which told of the loss of AeroPeru flight 603 in October 1996 with the loss of 70 lives. From AirDisaster.com; Quote:
The aircraft departed Lima's runway 15 at 12:42 am local time for a flight to Santiago. Five minutes after takeoff the crew reported problems with their instruments and stated they wanted to return to the airport. During the initial climb, the airspeed and altitude indications were too low. In calm winds, the windshear warning suddenly sounded. The aircraft climbed to 13,000 feet before a return to Lima was initiated. While returning, the captain's airspeed and altitude indications were too high, causing an overspeed warning. At the same time, the co-pilot's airspeed indications were too low, triggering the stick shaker. The aircraft kept descending and impacted the water with the left wing and no.1 engine at a 10° angle and an airspeed of 260kts. The aircraft pulled up to about 200ft and crashed inverted. The captain's airspeed indicated 450kts and the altitude 9500ft. The investigation into the accident showed that the aircraft's three static ports on the left side were obstructed by masking tape. The tape had been applied before washing and polishing of the aircraft prior to the accident flight.
This quote doesn't convey the sheer confusion that led to the crash - the pilots were deluged with misinformation such as simultaneous stall and overspeed warnings, and terrain alerts when the instruments showed 10,000 feet. However, one detail has stuck with me.
As the pilots fought to bring the 757 back to Lima, they were being advised by Lima Air Traffic Control as to their proper altitude and speed. As it turned out, the ATC was giving the pilots false information, as supplied by the malfunctioning systems on the 757 via the transponder. Hearing this, I was astonished, as I thought that ATCs had their own radar, and given the malfunctions aboard Flight 603, it would have been a better idea to use that radar. However, a colleague at work assured me that most (if not all) airports no longer have what he called "skin-trace radar", and rely on aicraft transponders.
Can anyone shed light on this?
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