Copilot Premium Europe 9.5 Cracked Feet
Germana Layng
The plane took off from Barcelona around 10 a.m. local time and reached its cruising altitude of 38,000 feet at 10:27 a.m. Shortly afterward, the captain, 34-year-old Patrick Sondenheimer, requested that the co-pilot, 27-year-old Andreas Lubitz, take over the controls while he left the cockpit, probably to use the bathroom. At 10:31 a.m. the plane began a rapid descent and 10 minutes later crashed in mountainous terrain near the town of Prads-Haute-Bleone in southern France. There were no survivors. Besides the two pilots, the doomed Airbus A320 was carrying four cabin crew members and 144 passengers from 18 different countries, including three Americans.
The only females on the island were eleven nurses, who were quartered in a large Quonset hut that was completely enclosed by two concentric circles of barbed wire fencing about ten feet high. (One lieutenant-commander, not in our squadron, had returned from a tough flight, got thoroughly soused and was caught trying to claw his way through or over the inner fence. Getting over the outer fence had made a bloody mess of him.)
This only applies to departures. Arriving aircraft in descent must always adhere to the 250 knot limit below 10,000 feet. Even an international 747 flight, by the time it arrives at a destination airport in the US, will have burned off enough fuel weight to be able to maintain 250 knots or less
Clark said the policy of the 100th BG was to have new crews fly three or four practice missions because circumstances in combat squadrons were very different from training. "Firstly, we had to learn how to assemble; when we took off from our base in England in the morning[s], it was often in the dark and with ceilings of about 50- or 100-feet, in freezing rain, fog or snow [and] with a runway that was often very slippery. Two aircraft would line up on the runway; one aircraft would take off before disappearing into the fog or rain; then, about 30 seconds later, we would take off.
A United Airlines Boeing 777-200 that had just taken off from Maui Airport in Hawaii bound for San Francisco last December plunged 1,425 feet in just a few seconds and came within 748 feet of hitting the Pacific Ocean because the First Officer misheard instructions given to him by the Captain an NTSB investigation has concluded.
Additional evidence emerged Saturday to suggest that copilot Andreas Lubitz had health issues that should have prevented him from being allowed anywhere near the controls of the Germanwings A320 Airbus that he apparently deliberately flew into a mountain in the southern Alps on Tuesday, killing all 150 people aboard.
German police investigating the role of copilot Andreas Lubitz in the crash of Germanwings Flight 9525 in the French Alps said they made a "significant" discovery while searching his home near Duesseldorf, reports said.
In October 1999, an EgyptAir jet carrying 217 people to Cairo from Los Angeles crashed shortly after a scheduled stop in New York, killing everyone aboard. The copilot was briefly alone in the cockpit and nudged the plane into a steep dive, then resisted the pilot's efforts to pull the plane back up, the U.S. National Transportation Safety Board concluded.
This is my second Tom Binh bag. I wanted something to replace the backpack I have stuck under my seat for years but which left little room for my feet. The co-pilot fits the bill. Its four sections provide ample room and options for your personal level of organization. Its compact size leaves room for my feet. It carries comfortably with the Aeronaut on my back, and is built to take the abuse of travel.
The doors closed at 15:58 and at 16:00 Key requested pushback. At 16:03 Flight 548 was cleared to taxi to the holding point adjacent to the start of Runway 28 Right. During taxi, at 16:06 the flight received its departure route clearance: a routing known as the "Dover One Standard Instrument Departure". This standard instrument departure involved taking-off to the west over the instrument landing system localiser and middle marker beacon of the reciprocal Runway 10 Left, turning left to intercept the 145 bearing to the Epsom non-directional beacon (NDB) (to be passed at 3,000 feet (910 m) or more), and then proceeding to Dover. Key advised the tower that he was ready for take-off and was cleared to do so. He subsequently reported an unspecified technical problem and remained at the holding point for two minutes to resolve it.[38]
At 16:08 Key again requested and received take-off clearance. A cross wind was blowing from 210 at 17 knots (31 km/h; 20 mph). Conditions were turbulent, with driving rain and a low cloud base of 1,000 feet (300 m); broken cloud was also reported at 600 feet (180 m), and the official report says that the crew would have been without any visual reference at "crucial times" during the flight.[39][40] At 16:08:30 Flight 548 began its take-off run, which lasted forty-four seconds, the aircraft leaving the ground at an indicated airspeed (IAS) of 145 knots (269 km/h; 167 mph). The safe climb speed (V2) of 152 knots (282 km/h; 175 mph) was reached quickly, and the undercarriage was retracted.[38] After nineteen seconds in the air the autopilot was engaged at 355 feet (108 m) and 170 knots (310 km/h; 200 mph); the autopilot's airspeed lock was engaged even though the actual required initial climb speed was 177 knots (328 km/h; 204 mph).[38]
At 16:09:44 (seventy-four seconds after the start of the take-off run), passing 690 feet (210 m), Key began the turn towards the Epsom NDB and reported that he was climbing as cleared and the flight entered cloud.[41] At 16:10 (ninety seconds), Key commenced a standard noise abatement procedure which involved reducing engine power. As part of this, at 16:10:03 (ninety-three seconds) he retracted the flaps from their take-off setting of 20. Shortly afterwards, Flight 548 reported passing 1,500 feet (460 m) above ground level and was re-cleared to climb to 6,000 feet (1,800 m).[38] During the turn, the airspeed decreased to 157 knots (291 km/h), 20 knots (37 km/h) below the target speed.[42]
At 16:10:24 (114 seconds), the leading-edge devices were selected to be retracted at a height above the ground of 1,770 feet (540 m) and a speed of 162 knots (300 km/h; 186 mph),[43] 63 knots (117 km/h; 72 mph) below the safe droop flap retraction speed of 225 knots (417 km/h; 259 mph).[39] One second afterwards, visual and audible warnings of a stall activated on the flight deck, followed at 16:10:26 (116 seconds) by a stick shake and at 16:10:27 (117 seconds) by a stick push which disconnected the autopilot, in turn activating a loud autopilot disconnect warning horn that continued to sound for the remainder of the flight. Key levelled the wings but held the aircraft's nose up, which kept the angle of attack high, further approaching a stall.[44]
By 16:10:32 (122 seconds), the leading-edge devices had stowed fully into the wing. The speed was 177 knots (328 km/h; 204 mph), and height above the ground was 1,560 feet (475 m), with the aircraft still held into its usual climb attitude. Key continued to hold the nose-up attitude when there was a second stick shake and stick push in the following two seconds. A third stick push followed 127 seconds into the flight but no recovery was attempted. One second later, the stall warning and recovery system was over-ridden by a flight crew member.[45]
At 16:10:39 (129 seconds), the aircraft had descended to 1,275 feet (390 m) and accelerated to 193 knots (357 km/h; 222 mph) as a result of the stall recovery system having pitched the aircraft's nose down to increase airspeed. G-ARPI was in a 16 banked turn to the left, still on course to intercept its assigned route. Key pulled the nose up once more to reduce airspeed slightly, to the normal 'droops extended' climb speed of 177 knots (328 km/h; 204 mph), which further stalled the aircraft.[45]
At 16:10:43 (133 seconds), the Trident entered a deep stall. It was descending through 1,200 feet (365 m), its nose was pitched up by 31, and its airspeed had fallen below the minimum indication of 54 knots (100 km/h; 62 mph). At 16:10:47 (137 seconds) and 1,000 feet (305 m), the Trident was descending at 4,500 feet per minute (23 m/s).[45] Impact with the ground came at 16:11, 150 seconds after brake release.[45]The aircraft just cleared high-tension overhead power lines and came to rest on a narrow strip of land surrounded by tall trees immediately south of the A30 road,[46] and a short distance south of the King George VI Reservoir near Staines-upon-Thames.[47] There was no fire on impact, but one broke out during the rescue effort when a cutting apparatus was used.[40]
On the first flight into Barcelona, shortly after the pilot left, the "selected altitude" of the flight changed repeatedly, including several times being set as low as 100 feet (30 meters) above the ground. The report says co-pilot Lubitz also put the engines on idle, which gives the plane the ability to quickly descend.
It would be highly unusual for a pilot to repeatedly set a plane for such a low altitude for no apparent reason. However, the report says that Lubitz did so while he was being asked by air traffic controllers to bring the plane down gradually from 35,000 feet to 21,000 feet for its scheduled descent to Barcelona.
The first officer was flying the approach and the captain called 1,000 feet MSL in descent. Shortly thereafter, the second officer called "300 feet radar altitude--go around!" A missed approach was flown and the "captain questioned the tower about altimeter setting 29.91 ...this was confirmed. A second voice, however, corrected that statement to 991 millibars" [emphasis added].
What the flight crew SAW with the altimeter misset to 29.91" But at 991 hectopascal, they were 120 feet below the MDA! The non-precision approach had an MDA of 420 feet. The LEFT altimeter graphic is what the flight crew saw with a misset altimeter.
The RIGHT altimeter graphic shows that they were actually 120 feet below the MDA at the point of the go-around. When executing a non-precision approach, it is common practice to use a higher rate of descent than for an ILS, thus, by the time that the aircraft's descent rate was arrested, they had actually descended as low as 160 feet above the surface!
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