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Why Did Emirates Plane Crash-Land In Dubai? Here’s The Pilots’ Version
New Delhi: When an Emirates flight from Thiruvananthapuram crash-landed at the Dubai airport last week, a sudden, powerful change in wind direction was a primary cause.
NDTV has exclusively accessed the “Event Summary” of the accident filed by the pilots of the Boeing 777, which spells out the details of the final moments before the plane crashed to a halt partly on its belly, one of its Rolls Royce engines having been torn off the wing of the jet.
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There were nearly 300 passengers and crew on board, most of them from Kerala, who were evacuated seconds before the plane went up in flames.
The pilots write of deciding on a go-around – a routine procedure which involves a second attempt at landing.
“During flare, updraft caused the a/c [aircraft] to float till after the end of the touchdown zone, we decided to G/A [go around].” In other words, the gusting winds meant the pilots were unable to land the jet safely at the spot on the runway they had chosen. With the length of the runway running out, they opted to abort the landing for the “go around”.
It was here that things went disastrously wrong. Shear is a potentially hazardous condition involving sudden and unpredictable changes in wind direction or speed. Very often, wind shear conditions are impossible to detect by any systems even on modern aircraft.
The pilots write that initially, the go-around appeared to be working but then, “Speed dropped rapidly below the top of amber band due to W/S [wind shear]. W/S proc [wind shear procedure] was done, however the A/C [aircraft] crash landed on the RW [runway] and skidded off it to come to a complete stop off the R/W [runway] with fire and fumes covering the whole A/C [aircraft].”
Emirates Airline flight after it crash-landed at Dubai International Airport on August 3, 2016.
What it means is this: the aircraft seemed to be gaining altitude which is why the undercarriage (landing gear) was retracted. But then, the aircraft did not continue to climb away as expected because of wind shear conditions. Despite the pilots working a procedure to deal with this emergency situation, the Boeing 777’s air speed dropped rapidly, and the aircraft crashed and skidded off the runway before coming to a complete stop.
courtesy : www.jacdec.de
According to a senior Boeing 777 commander NDTV has spoken to, a pilot aborting a landing during wind shear conditions needs to apply full power to the two engines of the jet while raising the nose of the aircraft to 15 degrees or until such time as there is an in-cockpit warning indicating that the aircraft is in danger of stalling. In almost all cases, modern jetliners will easily break through wind shear conditions with this manoeuvre.
But instead, the two engines of the Emirates 777 were probably at their lowest power setting at the point of landing. Depending on the power setting of the engine, it could take between four and eight seconds for the giant Rolls Royce engines of the aircraft to rev up to maximum thrust, which would allow it to break free of the wind shear. By the time the engines likely did that, it was too late – the aircraft had already crashed.
The fact that the pilots chose to raise their undercarriage may have been the wrong decision because the process “can create tremendous drag,” drastically slowing down the process of the aircraft gaining speed and height.
When asked about what the pilots have documented, Emirates said, “The incident is currently being investigated by the relevant authorities, and Emirates is extending our full co-operation in this regard. We are unable to comment further.”
Courtesy : NDTV , India
The Indian Air Force (IAF) received its first C-295 transport plane on Wednesday during a ceremony in Seville, Spain. The aircraft may carry out unique missions such as disaster relief and marine patrol.
“The IAF has placed an order for 56 aircraft.” The aircraft is also required by the Coast Guard, the Home Ministry, and, in the future, the Indian Navy. “The numbers could easily exceed 56,” Chaudhari said from Spain.
Airbus, a multinational aircraft maker, built the aircraft for India at its Seville factory.
“The first aircraft was delivered 10 days ahead of schedule,” the IAF chief stated after receiving the plane’s symbolic keys from Airbus.
The Indian Air Force has inked a deal for a total of 56 C-295 aircraft, with 16 of them being manufactured in Spain and the remaining 40 to be built as part of a joint venture between Tata and Airbus at their facility in Vadodara, Gujarat.
The C-295 is a versatile transport plane with a cargo capacity ranging from 5 to 10 tonnes. It is intended to replace the aging Avro aircraft in the IAF’s fleet and boasts advanced technology features. Notably, the aircraft is equipped with a rear ramp door, facilitating rapid cargo and troop para-dropping operations.
The C-295 is a twin-turboprop aircraft that can fly great distances with fully equipped personnel while also having the ability to land on tiny airstrips. To improve its capabilities in the operational zones, the IAF says all 56 aircraft would be equipped with a native Electronic Warfare Suite (EWS).
According to the agreement, Airbus will deliver 16 aircraft in “flyaway” condition from Spain within 48 months of the contract’s signature, and the Tata consortium would produce the 40 additional aircraft in India over the course of the next ten years. This represents a groundbreaking initiative, as it marks the first time a private firm in India will be responsible for producing military aircraft.
This move aligns with the Indian government’s “Atmanirbhar Bharat Abhiyan,” providing a unique opportunity for the Indian private sector to enter the highly technical and competitive aviation industry. It’s anticipated that this initiative will bolster domestic aircraft production, reducing dependence on imports and potentially leading to increased exports in the future. This development is a significant step forward in India’s quest for self-reliance in defense manufacturing.
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Rolls-Royce Successfully Tests UltraFan Technology Demonstrator using 100% Sustainable Aviation Fuel (SAF)
The first tests were conducted using 100% Sustainable Aviation Fuel (SAF)
Rolls-Royce (LSE: RR., ADR: RYCEY) today announces it has successfully completed the first tests of its UltraFan technology demonstrator at its facility in Derby, UK. The first tests were conducted using 100% Sustainable Aviation Fuel (SAF).
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This is a historic moment for Rolls-Royce – it’s the first time in 54 years the aero-engine manufacturer has tested a brand-new engine architecture and is proof of what can be achieved when industry and Governments work together.
Confirming the capability of the suite of technologies incorporated in the demonstrator is a big step towards improving the efficiency of current and future aero-engines. UltraFan delivers a 10% efficiency improvement over the Trent XWB, which is already the world’s most efficient large aero engine in service.
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In the nearer term, there are options to transfer technologies from the UltraFan development program to current Trent engines, providing our customers with even greater availability, reliability, and efficiency.
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In the longer term, UltraFan’s scalable technology from ~25,000-110,000lb thrust offers the potential to power new narrowbody and widebody aircraft anticipated in the 2030s.
It’s not accurate to say that aircraft can’t pass over the Bermuda Triangle. Over the years, a number of ships and aircraft have mysteriously vanished in the Bermuda Triangle, a location in the western North Atlantic Ocean. However, a large percentage of airplanes that fly over the Bermuda Triangle do so safely and incident-free.
Despite this, some people choose not to cross this part of the ocean because of the widespread superstition there. You’d be surprised at how many people have flown or sailed over the area without noticing anything peculiar despite the strange stories.
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The Bermuda Triangle is not inaccessible to aircraft, as is commonly believed. There are no official flying restrictions in place, according to the Federal Aviation Administration (FAA), and the Bermuda Triangle is not considered a special area of concern.
The reasons why so many ships and aircraft have vanished in the Bermuda Triangle are the subject of numerous theories, ranging from human error to natural disasters to alien action. However, none of these explanations are supported by scientific data, and the majority of the disappearances may be accounted for by natural factors like bad weather or navigational mistakes.
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In conclusion, despite having a bad reputation for being a hazardous area for ships and airplanes, there is no evidence that the Bermuda Triangle is any more dangerous than other oceanic regions. The final communication that was received described compasses acting strangely and the crew continuously getting lost no matter how many times they changed course. What had started out as a typical training flight quickly transformed into a big mystery.
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