Hmm. These things are built to withstand a lot (taken from BBC):
It looks from the speed graphs that rather than an engine-out/stall, low(ish) ground-speed impact trying to convert horizontal speed into staying aloft, it hit at close to cruise speed. I guess that's going to cause a bit of damage...
The damage shown in this photo is to the aircraft interface electronics which appear to have absorbed most of the impact as it was designed to do. The solid state storage is in the round canister and it appears to be intact.
i'm just asking here because i dont know and there is a lot of things written in these forums i dont understand (aviation tech speak)...but lets speculate a rapid decompression (rapid not explosive) at 380....could that in seconds cause everybody to pass out...inc pilots...meaning in seconds the plane was flying but not on AP....as they pass out....plane goes nose down....till its almost into the mountain...but the pilot wakes (cause he's below 10k)....but too late? cant recover or do anything about it crashing at cruise speed.
any bog holes in this speculative theory from a layman?
You see me speechless, which is a rather rare event.
And even 24 hours after the 4U-A320 (flight number 9525) crashed into a south-French rock, I have a lot more questions than answers.
The impact happened with fire, at approx. 4900. So, it seems like the pilot was not able to talk the computers aboard into an altitude which was defined by himself,
BEFORE top of descent.
1. Who on Earth would define an altitude in mountainous terrain which is lower than the rocks in that area?
The peaks in that area easily reach 6500 or higher.
2. How came that cruise alt (38000) was only maintained for 1 minute?
3. How came that negative v/s (vertical speed, Boeing language, sorry) was activated with open end?
4. Is it the same computer logic that leads to self-deactivation (!!) of the a/p?
It must be computer failure. And what Gabriel has found in his topic of today (AoA sensors) fits into that logic.
What a sad day, with so many questions!
747 as a guarantee for democracy? That's only a theory. But it is a friendly theory, sold since 1969. Good.
Communication Status (lines free), last when I left this forum: only 50% . This is a very good provider...
Aviation enthusiast since more than 30 years. I love it.
Quick, lazy question: Would someone briefly review the rules about "one-crewman-always-wears-an-O2-mask-at-X-altitude-and-Y-situation".
My fuzzy memory is that it's maybe only during biobreaks/single-pilot operations and also altitudes greater than four one oh.
Les règles de l'aviation de base découragent de longues périodes de dur tirer vers le haut.
I don't know if it has been published here before. But let me say something about nationality of the passengers.
144 passengers on board and
6 Germanwings crew members (2 in the cockpit and 4 in the cabin)
So if we count all nationalities, we should end up with 144.
-- these numbers are preliminary --
2 United States of America
1 Great Britain
(c) March 2015, Germanwings.
translated by LH-B744.
125 humans identified. So there are 19 passengers left to be identified.
But let me first request the correct title for this thread. It was in fact
NOT a flight to Barcelona!
The title should contain something like that:
Germanwings A320 (#9525) on BCN-DUS flight crashed...
Would you be so kind and do that for me, flyerforfun?
Now about the fatalities.
The Ministry of Foreign Affairs in Germany states that nobody survived.
2) Because whatever happened, happened one minute after reaching cruise altitude.
3) When a selected altitude is entered on the FCU and the knob is pulled out, that engages a descent in selected guidance mode. The selected guidance version of DES is OP DES, or open descent. It is essentially the same as FLCH.
4) The AP logic 'gives up' whenever the parameters exceed the autopilot's safe capability. A rapid descent is well within those capabilities so the AP remains active unless commanded off.
5) No, wrong. Nothing we know thus far points to a computer failure. If a frozen AoA vane scenario occurred, the crew would have been well and recently trained to handle it and would have had eight minutes to communicate the situation to ATC. This is almost certainly a case of crew incapacitation from the onset of the descent.
According to New York Times, one of FC member was out of the cockpit by the time the plane started to descend and was unable to get back.
The most dangerous part of the flight is not the take off or landing anymore its when a flight crew member goes to the toilet
moving quickly in air
@Gabriel what to make of this news now considering your last post to me about the cockpit door codes? Surely one of the pilots would be able to get back in the cockpit if the one at the controls was incapacitated?
This is so strange. Is this another pilot suicide?
The article seems to make it sound like the pilot out of the cockpit gave up on trying to get back in. Who would do that if they believed they were going to die? I would expect to hear pounding on that door until the recorder stopped recording.