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✈✈ Aviation ✈✈
- Thread starter kmc madushan
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Ha Ha
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Oman Air's 1st Boeing 787 Dreamliner Finishing Test Flight at Paine Field
6000+ gahala neh?
Ela Ela
SriLankan Airlines is now planning to operate its last Airbus A340-300 (4R-ADF ) revenue flight on November 14 between Dammam and Colombo per Airline Route.
Sri Lankan Airlines: London Flight Delayed As Pilot Leaves Flying License At Home
A Sri Lankan Airlines flight operating to London a few days back with its Chairman Ajit Dias and soon to be outgoing CEO Rakhita Jayawardena on board, was delayed by sixteen minutes as the pilot of the flight Capt.Prasanna Karunatilleke had reported to operate this commercial flight leaving his flying license at home.
The Flight Operations clerk at the Flight Crew Center was shocked to find out that the senior pilot, current flight and simulator instructor and former Manager Training and Standards had turned up to operate the flight minus the most important piece of documentation a pilot should carry, a member of the Pilots Guild speaking on condition of anonymity told Colombo Telegraph.
“This type of irresponsible behavior of a pilot is not acceptable as it tarnishes the image of the airline.However the Flight Operations Administration Manual (FOAM) 2.8.5 states that the punishment for offences such as this would be that the pilot be rostered to operate turn a round flights, with no over night stop overs for a duration of one month. Accordingly Capt. Karunatilleke who had submitted a written explanation accepting his mistake was served his punishment last Monday, upon arriving from the said flight he operated to London” said the member of the Pilots Guild.
“The national carrier has been noted to have served inconsistent punishments to pilots in the past where a certain pilot was even down graded to fly the narrow bodied smaller aircraft for an offence of this nature. However now that the Flight Operations Administration Manual has been standardized in the recent past, Capt.Karunatilleke has simply got a slap on his wrists and strangely will still hold on to his Instructor posting during the course of his punishment period.” said the pilot guild member.
The national carrier had opted to utilize another captain scheduled to operate a flight to Jeddah as a back up plan, if Capt. Karunatilleke’s flying license did not reach the aircraft within an approved delayed time of fifteen minutes. His license subsequently arrived eleven minutes after the scheduled time of departure and the aircraft eventually pushed back sixteen minutes behind schedule.
However there was no subsequent flight delay into London Heathrow as favorable tail winds en route helped make an on time arrival.
The national carrier working on its punctuality record had made great progress last month with a reported percentage of 85.6% and reaching number seven out of the the fourteen airlines in its One World alliance. Globally the airline was rated number sixteen for punctuality last month, a huge surge in rankings especially with its history of poor on time performances.
colombotelegraph
A Sri Lankan Airlines flight operating to London a few days back with its Chairman Ajit Dias and soon to be outgoing CEO Rakhita Jayawardena on board, was delayed by sixteen minutes as the pilot of the flight Capt.Prasanna Karunatilleke had reported to operate this commercial flight leaving his flying license at home.
The Flight Operations clerk at the Flight Crew Center was shocked to find out that the senior pilot, current flight and simulator instructor and former Manager Training and Standards had turned up to operate the flight minus the most important piece of documentation a pilot should carry, a member of the Pilots Guild speaking on condition of anonymity told Colombo Telegraph.
“This type of irresponsible behavior of a pilot is not acceptable as it tarnishes the image of the airline.However the Flight Operations Administration Manual (FOAM) 2.8.5 states that the punishment for offences such as this would be that the pilot be rostered to operate turn a round flights, with no over night stop overs for a duration of one month. Accordingly Capt. Karunatilleke who had submitted a written explanation accepting his mistake was served his punishment last Monday, upon arriving from the said flight he operated to London” said the member of the Pilots Guild.
“The national carrier has been noted to have served inconsistent punishments to pilots in the past where a certain pilot was even down graded to fly the narrow bodied smaller aircraft for an offence of this nature. However now that the Flight Operations Administration Manual has been standardized in the recent past, Capt.Karunatilleke has simply got a slap on his wrists and strangely will still hold on to his Instructor posting during the course of his punishment period.” said the pilot guild member.
The national carrier had opted to utilize another captain scheduled to operate a flight to Jeddah as a back up plan, if Capt. Karunatilleke’s flying license did not reach the aircraft within an approved delayed time of fifteen minutes. His license subsequently arrived eleven minutes after the scheduled time of departure and the aircraft eventually pushed back sixteen minutes behind schedule.
However there was no subsequent flight delay into London Heathrow as favorable tail winds en route helped make an on time arrival.
The national carrier working on its punctuality record had made great progress last month with a reported percentage of 85.6% and reaching number seven out of the the fourteen airlines in its One World alliance. Globally the airline was rated number sixteen for punctuality last month, a huge surge in rankings especially with its history of poor on time performances.
colombotelegraph
Sri Lankan Airlines: London Flight Delayed As Pilot Leaves Flying License At Home
A Sri Lankan Airlines flight operating to London a few days back with its Chairman Ajit Dias and soon to be outgoing CEO Rakhita Jayawardena on board, was delayed by sixteen minutes as the pilot of the flight Capt.Prasanna Karunatilleke had reported to operate this commercial flight leaving his flying license at home.
The Flight Operations clerk at the Flight Crew Center was shocked to find out that the senior pilot, current flight and simulator instructor and former Manager Training and Standards had turned up to operate the flight minus the most important piece of documentation a pilot should carry, a member of the Pilots Guild speaking on condition of anonymity told Colombo Telegraph.
“This type of irresponsible behavior of a pilot is not acceptable as it tarnishes the image of the airline.However the Flight Operations Administration Manual (FOAM) 2.8.5 states that the punishment for offences such as this would be that the pilot be rostered to operate turn a round flights, with no over night stop overs for a duration of one month. Accordingly Capt. Karunatilleke who had submitted a written explanation accepting his mistake was served his punishment last Monday, upon arriving from the said flight he operated to London” said the member of the Pilots Guild.
“The national carrier has been noted to have served inconsistent punishments to pilots in the past where a certain pilot was even down graded to fly the narrow bodied smaller aircraft for an offence of this nature. However now that the Flight Operations Administration Manual has been standardized in the recent past, Capt.Karunatilleke has simply got a slap on his wrists and strangely will still hold on to his Instructor posting during the course of his punishment period.” said the pilot guild member.
The national carrier had opted to utilize another captain scheduled to operate a flight to Jeddah as a back up plan, if Capt. Karunatilleke’s flying license did not reach the aircraft within an approved delayed time of fifteen minutes. His license subsequently arrived eleven minutes after the scheduled time of departure and the aircraft eventually pushed back sixteen minutes behind schedule.
However there was no subsequent flight delay into London Heathrow as favorable tail winds en route helped make an on time arrival.
The national carrier working on its punctuality record had made great progress last month with a reported percentage of 85.6% and reaching number seven out of the the fourteen airlines in its One World alliance. Globally the airline was rated number sixteen for punctuality last month, a huge surge in rankings especially with its history of poor on time performances.
colombotelegraph
oka machan ecchara loku scene ekak newei. oya colombotelgraph eke innawa writer kenek Marlon Dale Ferreira kiala issara UL cabin crew wada karala dan Emirates da koheda inne. uta UL ekath ekka patta malak thiyenne. isseleth ohoma article ekak daala tihbba UL pacchal karala. u dannema UL ekata banalamai.. eeta passe kattiya comments section eke uge redi galewwa serama uge gana details daala.
ow ban meka loku dayak namai ne kaata unath amathakaweemak wenna puluwan ne meka loku issue ekak
widiyata pennala airline ekata madak gahanawa wage thamai penne
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Code:
https://www.facebook.com/AirlineSafety/videos/423150204549770/?fref=nfkohomada landing eka
Code:https://www.facebook.com/AirlineSafety/videos/423150204549770/?fref=nf
kohomada landing eka
giya awurudde incident ekak oka. pilot gon harakek. tailwind ekak 10knots + saha wet runway autopilot disconnect karala fly karala.
reated Tuesday, Dec 30th 2014 11:41Z, last updated Friday, Sep 18th 2015 14:50Z
An Air Asia Zest Airbus A320-200, registration RP-C8972 performing flight Z2-272 from Manila to Kalibo (Philippines) with 153 passengers and 6 crew, landed on Kalibo's runway 23 (length 2300 meters/7540 feet, landing distance available 2187 meters) at about 17:42L (09:42Z) but overran the end of the runway and came to a stop with all gear on soft ground. The aircraft was evacuated via slides. There were no injuries.
No weather data are available for Kalibo, the Philippines however are under the influence of Tropical Storm Jangmi. A passenger waiting for departure from Kalibo tweeted "Weather is crazy". A local resident of Kalibo reported it was raining hard starting in the night. Weather Services in the Philippines advised in the morning that operation at Kalibo Airport would remain normal.
Kalibo features a LOC and VOR approach to runway 23, no instrument approach is published for runway 05.
The Civil Aviation Authority of the Philippines (CAAP) released the summary of their final report concluding the probable causes were:
The Aircraft Accident Investigation and Inquiry Board determined that the probable cause of this accident was:
Primary Cause Factor
Failure of the PIC to discontinue the approach despite poor weather condition that suggest a Missed Approach should have been initiated.(Human Factor)
The Pilot-In-Command clearly disregarded the normal and standard basic operating procedures setforth in the operations manual. This is a clear manifestation of poor judgement on the part of the PIC which violates the basic rules of the air and apparently endangers flight safety.
Contributory Factor
- The unfavorable tailwind condition which was more than 10 knots.
- Kalibo International Airport has one way traffic pattern to land during night operation since Runway 05 has no Instrument Landing System (ILS).
The CAAP reported in their executive summary, that the aircraft was on approach to Kalibo's runway 23 with winds reported from 030 degrees at 16 knots, the tower cautioned of tail wind and wet runway. The captain disconnected the autopilot and flew the aircraft manually and landed. The aircraft continued the roll out, veered slightly to the right just prior to the runway end, overran the end of the runway and came to a stop 66 meters past the runway end on the grassy area of the runway end safety area. Emergency slides L2 and R2 were deployed, the passengers disembarked without injuries.
The CAAP, apart from recommending strict adherence with procedures in particular go around and stabilized approach critera/procedures to Zest, also recommended the installation of an ILS system for Kalibo's runway 05.
How Auto Brakes Work On Airline Jets
What are auto brakes, and how do they work? We'll look at how the auto brakes work on an MD-80, but for the most part, the concept is the same for all airline jets.
Auto Brakes: Doing The Work So You Don't Have To
The Automatic Brake System (ABS), automatically applies brake pressure during landing. Basically, it does the braking work for you immediately after touchdown, so you don't have to press the brakes down yourself.
So why would you want the brakes to be automatic? Auto brakes help ensure that the brakes are engaged at the right time during landing: not too early, and not too late. That's especially important when you're landing on a wet or snowy runway.
When Auto Brakes Engage
Auto brakes engage after the spoilers deploy on landing (the spoilers automatically deploy when they sense the main gear spinning up during touchdown). But there is a delay, based on the auto brake setting that's used.
There are three auto brake settings that can be used for landing in the MD-80: MIN, MED, and MAX. When the MIN and MED settings are used, auto brakes engage approximately 3 seconds after the spoilers deploy, which helps you touch the nose wheel down normally. But when the brakes are set to MAX, they engage approximately 1 second after the spoilers deploy, ensuring that you have the most braking, for the longest period of time on the runway.
The different settings are used based on runway length and condition. But when the runway is contaminated with snow, like what happened on the Delta flight, the MAX setting is typically used.
Max Brakes and Anti-Skid
Max brakes (or any of the brake settings, for that matter) need anti-skid in order for them to work. That's because when MAX auto brakes engage, they apply the maximum braking effort they can.
That's where anti-skid comes into play. The anti-skid system releases pressure on the brakes when it senses the wheels are starting to skid. When they spin up again, it re-applies brake pressure. This release and re-application of brake pressure happens very quickly, much like what happens with your car's anti-lock brake system.
What all of this means is that combined, MAX auto brakes and anti-skid give your aircraft the ability to apply the most brake pressure possible, for the longest time on the runway, without allowing any of the wheels to lock up and skid.
When Auto Brakes Disarm
Obviously, in most cases, you don't want auto brakes to bring you to a complete stop on the runway. You want to keep rolling so you can taxi off and let the aircraft behind you land.
So how to you disarm auto brakes? There are a few different ways.
The first method is accomplished by pressing down on the brake pedals, which, like most aircraft, are on the top portion of the rudder pedals. When you press down to about 25% of the travel of the pedals, the auto brakes disengage. At that point, you are in full control of the brake pressure applied to the wheels. Remember, though, when this happens, the anti-skid system is still working, preventing you from skidding the tires.
The second method to disarm the auto brakes is by pushing the thrust levers forward. If you needed to go-around, you definitely wouldn't want your brakes at max, so when the thrust levers start to come forward to about 22 degrees, the auto brakes automatically disengage.
Third, if the flaps are retracted to less the 26 degrees and the jet's speed is above 70 knots, the auto brakes disarm. Again, this is useful in a go-around scenario. And finally, if the spoilers are stowed, the auto brake pressure is released.
What Happens If The Spoilers Don't Deploy On Landing?
Auto brakes engage after the spoilers deploy during a landing. But what happens when something goes wrong and the spoilers don't automatically deploy?
In the MD-80, you can manually deploy the spoilers by using the lever, if for some reason they don't pop up automatically when you touch down. And when they are manually deployed, the auto brakes are activated.
Putting It All Together
Auto brakes help you stop by automatically adding brake pressure after touchdown and spoiler deployment. And while you're in the most demanding phase of flight (landing), it's nice to know your jet can take care of something like that for you.
http://www.boldmethod.com/learn-to-fly/aircraft-systems/automatic-brake-system/
Auto Brakes: Doing The Work So You Don't Have To
The Automatic Brake System (ABS), automatically applies brake pressure during landing. Basically, it does the braking work for you immediately after touchdown, so you don't have to press the brakes down yourself.
So why would you want the brakes to be automatic? Auto brakes help ensure that the brakes are engaged at the right time during landing: not too early, and not too late. That's especially important when you're landing on a wet or snowy runway.
When Auto Brakes Engage
Auto brakes engage after the spoilers deploy on landing (the spoilers automatically deploy when they sense the main gear spinning up during touchdown). But there is a delay, based on the auto brake setting that's used.
There are three auto brake settings that can be used for landing in the MD-80: MIN, MED, and MAX. When the MIN and MED settings are used, auto brakes engage approximately 3 seconds after the spoilers deploy, which helps you touch the nose wheel down normally. But when the brakes are set to MAX, they engage approximately 1 second after the spoilers deploy, ensuring that you have the most braking, for the longest period of time on the runway.
The different settings are used based on runway length and condition. But when the runway is contaminated with snow, like what happened on the Delta flight, the MAX setting is typically used.
Max Brakes and Anti-Skid
Max brakes (or any of the brake settings, for that matter) need anti-skid in order for them to work. That's because when MAX auto brakes engage, they apply the maximum braking effort they can.
That's where anti-skid comes into play. The anti-skid system releases pressure on the brakes when it senses the wheels are starting to skid. When they spin up again, it re-applies brake pressure. This release and re-application of brake pressure happens very quickly, much like what happens with your car's anti-lock brake system.
What all of this means is that combined, MAX auto brakes and anti-skid give your aircraft the ability to apply the most brake pressure possible, for the longest time on the runway, without allowing any of the wheels to lock up and skid.
When Auto Brakes Disarm
Obviously, in most cases, you don't want auto brakes to bring you to a complete stop on the runway. You want to keep rolling so you can taxi off and let the aircraft behind you land.
So how to you disarm auto brakes? There are a few different ways.
The first method is accomplished by pressing down on the brake pedals, which, like most aircraft, are on the top portion of the rudder pedals. When you press down to about 25% of the travel of the pedals, the auto brakes disengage. At that point, you are in full control of the brake pressure applied to the wheels. Remember, though, when this happens, the anti-skid system is still working, preventing you from skidding the tires.
The second method to disarm the auto brakes is by pushing the thrust levers forward. If you needed to go-around, you definitely wouldn't want your brakes at max, so when the thrust levers start to come forward to about 22 degrees, the auto brakes automatically disengage.
Third, if the flaps are retracted to less the 26 degrees and the jet's speed is above 70 knots, the auto brakes disarm. Again, this is useful in a go-around scenario. And finally, if the spoilers are stowed, the auto brake pressure is released.
What Happens If The Spoilers Don't Deploy On Landing?
Auto brakes engage after the spoilers deploy during a landing. But what happens when something goes wrong and the spoilers don't automatically deploy?
In the MD-80, you can manually deploy the spoilers by using the lever, if for some reason they don't pop up automatically when you touch down. And when they are manually deployed, the auto brakes are activated.
Putting It All Together
Auto brakes help you stop by automatically adding brake pressure after touchdown and spoiler deployment. And while you're in the most demanding phase of flight (landing), it's nice to know your jet can take care of something like that for you.
http://www.boldmethod.com/learn-to-fly/aircraft-systems/automatic-brake-system/
How Auto Brakes Work On Airline Jets
What are auto brakes, and how do they work? We'll look at how the auto brakes work on an MD-80, but for the most part, the concept is the same for all airline jets.
Auto Brakes: Doing The Work So You Don't Have To
The Automatic Brake System (ABS), automatically applies brake pressure during landing. Basically, it does the braking work for you immediately after touchdown, so you don't have to press the brakes down yourself.
So why would you want the brakes to be automatic? Auto brakes help ensure that the brakes are engaged at the right time during landing: not too early, and not too late. That's especially important when you're landing on a wet or snowy runway.
When Auto Brakes Engage
Auto brakes engage after the spoilers deploy on landing (the spoilers automatically deploy when they sense the main gear spinning up during touchdown). But there is a delay, based on the auto brake setting that's used.
There are three auto brake settings that can be used for landing in the MD-80: MIN, MED, and MAX. When the MIN and MED settings are used, auto brakes engage approximately 3 seconds after the spoilers deploy, which helps you touch the nose wheel down normally. But when the brakes are set to MAX, they engage approximately 1 second after the spoilers deploy, ensuring that you have the most braking, for the longest period of time on the runway.
The different settings are used based on runway length and condition. But when the runway is contaminated with snow, like what happened on the Delta flight, the MAX setting is typically used.
Max Brakes and Anti-Skid
Max brakes (or any of the brake settings, for that matter) need anti-skid in order for them to work. That's because when MAX auto brakes engage, they apply the maximum braking effort they can.
That's where anti-skid comes into play. The anti-skid system releases pressure on the brakes when it senses the wheels are starting to skid. When they spin up again, it re-applies brake pressure. This release and re-application of brake pressure happens very quickly, much like what happens with your car's anti-lock brake system.
What all of this means is that combined, MAX auto brakes and anti-skid give your aircraft the ability to apply the most brake pressure possible, for the longest time on the runway, without allowing any of the wheels to lock up and skid.
When Auto Brakes Disarm
Obviously, in most cases, you don't want auto brakes to bring you to a complete stop on the runway. You want to keep rolling so you can taxi off and let the aircraft behind you land.
So how to you disarm auto brakes? There are a few different ways.
The first method is accomplished by pressing down on the brake pedals, which, like most aircraft, are on the top portion of the rudder pedals. When you press down to about 25% of the travel of the pedals, the auto brakes disengage. At that point, you are in full control of the brake pressure applied to the wheels. Remember, though, when this happens, the anti-skid system is still working, preventing you from skidding the tires.
The second method to disarm the auto brakes is by pushing the thrust levers forward. If you needed to go-around, you definitely wouldn't want your brakes at max, so when the thrust levers start to come forward to about 22 degrees, the auto brakes automatically disengage.
Third, if the flaps are retracted to less the 26 degrees and the jet's speed is above 70 knots, the auto brakes disarm. Again, this is useful in a go-around scenario. And finally, if the spoilers are stowed, the auto brake pressure is released.
What Happens If The Spoilers Don't Deploy On Landing?
Auto brakes engage after the spoilers deploy during a landing. But what happens when something goes wrong and the spoilers don't automatically deploy?
In the MD-80, you can manually deploy the spoilers by using the lever, if for some reason they don't pop up automatically when you touch down. And when they are manually deployed, the auto brakes are activated.
Putting It All Together
Auto brakes help you stop by automatically adding brake pressure after touchdown and spoiler deployment. And while you're in the most demanding phase of flight (landing), it's nice to know your jet can take care of something like that for you.
http://www.boldmethod.com/learn-to-fly/aircraft-systems/automatic-brake-system/
thanks macho. interesting read.
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