Hello everybody,
The following flights were diverted to BRU according to http://www.schiphol.nl :
* KL 1736 => FK50 (origin Luxembourg)
* KL 1582 => FK70 (origin Bologna)
* KL 1470 => F100 (origin Glasgow)
* KL 1152 => B734 (origin Gothenborg)
* KL 1708 => B734 (origin Madrid)
* KL 1692 => B738 (origin Lisbon)
* MP 628 => B763 (origin Varadero)
If someone has the regs, I would highly appreciate.
Regards, Robin Bamps.
AMS diversions 03/11
Moderator: Plane spotting team
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viewtopic.php?f=21&t=12716
viewtopic.php?f=21&t=12716
... and KL 1725 from Amsterdam to Brussels (eta 11.20) was cancelled, which is strange since the previous flight KL 1721 (eta 7.45) was on-time!
Intermittent fog?
Intermittent fog?
Last edited by sn26567 on 03 Nov 2004, 11:09, edited 2 times in total.
André
ex Sabena #26567
ex Sabena #26567
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concordino
- Posts: 645
- Joined: 06 Oct 2003, 00:00
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Robin_Bamps
Hello everybody,
Can answer a part of my own question now :
* KL 1736 => PH-KVK ; FK50
* KL 1582 => PH-KZG ; FK70
* KL 1470 => PH-KLG ; F100
* KL 1708 => PH-BTC ; B734
* KL 1152 => PH-BTG ; B734
* KL 1692 => PH-BXD ; B738
Also :
* I-BIME ; Alitalia A319
* LN-ROS ; Scandinavian MD82 (Snowflake c/s)
* LY-AZY ; Lithuanian B735
* SP-LDD ; LOT Polish Airlines B734
Source: DSML
Someone has the reg of the Martinair B763?
Regards, Robin Bamps.
Can answer a part of my own question now :
* KL 1736 => PH-KVK ; FK50
* KL 1582 => PH-KZG ; FK70
* KL 1470 => PH-KLG ; F100
* KL 1708 => PH-BTC ; B734
* KL 1152 => PH-BTG ; B734
* KL 1692 => PH-BXD ; B738
Also :
* I-BIME ; Alitalia A319
* LN-ROS ; Scandinavian MD82 (Snowflake c/s)
* LY-AZY ; Lithuanian B735
* SP-LDD ; LOT Polish Airlines B734
Source: DSML
Someone has the reg of the Martinair B763?
Regards, Robin Bamps.
-
Robin_Bamps
-
concordino
- Posts: 645
- Joined: 06 Oct 2003, 00:00
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Jense
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speedbird1
- Posts: 1194
- Joined: 08 Mar 2004, 00:00
I do hope this is a joke??? If you have ever seen a map you may see that it is a little impossible! Sorry to disappoint you.Jense wrote:I heard that yesterday evening Schiphol was closed and all flights were cancelled. There was a volcano or something exploding in Iceland, and all that lava came across the sea over Schiphol or something... Has someone more informations about this? Is it true?
greettzzz
Emirates
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Jense
Ok I wrote it a little bit wrong.Emirates wrote:I do hope this is a joke??? If you have ever seen a map you may see that it is a little impossible! Sorry to disappoint you.Jense wrote:I heard that yesterday evening Schiphol was closed and all flights were cancelled. There was a volcano or something exploding in Iceland, and all that lava came across the sea over Schiphol or something... Has someone more informations about this? Is it true?
greettzzz
Emirates
Some flights to North American destinations were cancelled because the route of those flights is over Iceland. The volcano is blasting pieces to a height up to 12000 meters.
[ admin luchtzak removed text and says: stay on topic please ]
greettzzz
In December 1989, a KLM Boeing 747-400 descending for landing in Anchorage, encountered the volcanic ash cloud from Mt. Redoubt, a volcano located about 120 miles southwest of Anchorage. The airplane was about 70 miles north of Anchorage, when the Captain reported entering what appeared to be light clouds at FL260. Then suddenly things turned dark black and he noted that lighted particles were visible, like fireflies in the dark. The Captain ordered a climb to get out of the clouds and climb power was applied. Engines reached better than 100% N1 and the airplane pitched up, but then suddenly all four engines dropped to approximately 45% N1 with no response to the thrust levers. The stall warning and stick shaker sounded. It was an all-engine flame out.
With the loss of all engine power, all electrical generators ceased operating and the airplane was on battery power only. The right-hand pilot, who had been the one flying the airplane at the time, lost his primary flight display (PFD) and navigation display (ND). The controls were therefore transferred to the left-hand pilot. [There were three crew on the flight deck at the time. The Captain was sitting in the right-hand observers seat while the other two pilots were at the controls.] He reported that intense smoke entered the flight deck and that the oxygen masks were donned. The Captain then announced to the passengers that they had encountered a volcanic ash cloud. Then the fire bell sounded. It was "CARGO FIRE FWD", most likely from the smoke and not an actual fire. The rate of descent at this time was 1500 ft/min, but the PFD had no airspeed indication, so the Captain ordered to maintain that rate of descent while he commenced engine restart procedures.
The Captain reported that every time he placed the fuel control switches to cut-off, the left hand PFD and ND displays went dark. Then the displays came back when he placed the fuel control switches to ON. During the restart procedures, one or more of the engines had high EGT and the procedure had to be repeated. He says that he may have had to repeat the procedure 7 or 8 times. After reaching 14,000 feet engines 1 and 2 restarted and they were able to maintain 13,000 feet altitude. Shortly after that they were able to restart engines 3 and 4. With all four engines now running, the Captain traded positions with the left-hand pilot and executed the approach and landing.
An examination of the aircraft found that the front windshields were sandblasted and distorted, the airspeed indicating system was inoperative due to plugged probes, and the entire interior was contaminated with ash. The plugged pitot probes would explain the loss of airspeed indication and the stall warning/stick shaker warnings. But what would account for the apparent cycling off and on of the left hand PFD and ND displays? These are cathode-ray-tube display devices that require electrical power for operation. The two left hand displays are powered from standby power under this condition.
When the airplane was later tested on the ground, the standby power transfer was confirmed to be operating properly. The loss of the right side PFD and ND are explained by the loss of all main generators. They were not designed to be operated from standby power, However, since the L-PFD and L-ND are designed to be operable from standby, the question here is what would explain the apparent loss of these displays with operation of the fuel control switches?
The answer was found from the digital flight data recorder (DFDR). Of the several restart attempts, one or more of the engines had high EGT and the attempt was aborted by putting all four fuel switches to cut-off. Sometimes one or more engines did begin to start. Since main generator power is restored each time N2 reaches or exceeds 57%, there were several power transfers between main generator power and static inverter power. In between each power transfer is a momentary power interruption. These interruptions could range from 1.0 milliseconds to 100 milliseconds. By specification, the interruption can be as long as 400 milliseconds. Such power interruptions normally cause this equipment to blank for 0.5 to 8 seconds, depending on the length of the interruption. With the confusion of the situation, the blanking of the displays could very well seem to be associated with the operation of the fuel control switches.
Two other 747 aircraft have been known to inadvertently fly into a volcanic ash cloud. Like in the KLM 747-400 incident, all four engines were lost and subsequently restarted. In each of these cases, standby power operated as expected.
With the loss of all engine power, all electrical generators ceased operating and the airplane was on battery power only. The right-hand pilot, who had been the one flying the airplane at the time, lost his primary flight display (PFD) and navigation display (ND). The controls were therefore transferred to the left-hand pilot. [There were three crew on the flight deck at the time. The Captain was sitting in the right-hand observers seat while the other two pilots were at the controls.] He reported that intense smoke entered the flight deck and that the oxygen masks were donned. The Captain then announced to the passengers that they had encountered a volcanic ash cloud. Then the fire bell sounded. It was "CARGO FIRE FWD", most likely from the smoke and not an actual fire. The rate of descent at this time was 1500 ft/min, but the PFD had no airspeed indication, so the Captain ordered to maintain that rate of descent while he commenced engine restart procedures.
The Captain reported that every time he placed the fuel control switches to cut-off, the left hand PFD and ND displays went dark. Then the displays came back when he placed the fuel control switches to ON. During the restart procedures, one or more of the engines had high EGT and the procedure had to be repeated. He says that he may have had to repeat the procedure 7 or 8 times. After reaching 14,000 feet engines 1 and 2 restarted and they were able to maintain 13,000 feet altitude. Shortly after that they were able to restart engines 3 and 4. With all four engines now running, the Captain traded positions with the left-hand pilot and executed the approach and landing.
An examination of the aircraft found that the front windshields were sandblasted and distorted, the airspeed indicating system was inoperative due to plugged probes, and the entire interior was contaminated with ash. The plugged pitot probes would explain the loss of airspeed indication and the stall warning/stick shaker warnings. But what would account for the apparent cycling off and on of the left hand PFD and ND displays? These are cathode-ray-tube display devices that require electrical power for operation. The two left hand displays are powered from standby power under this condition.
When the airplane was later tested on the ground, the standby power transfer was confirmed to be operating properly. The loss of the right side PFD and ND are explained by the loss of all main generators. They were not designed to be operated from standby power, However, since the L-PFD and L-ND are designed to be operable from standby, the question here is what would explain the apparent loss of these displays with operation of the fuel control switches?
The answer was found from the digital flight data recorder (DFDR). Of the several restart attempts, one or more of the engines had high EGT and the attempt was aborted by putting all four fuel switches to cut-off. Sometimes one or more engines did begin to start. Since main generator power is restored each time N2 reaches or exceeds 57%, there were several power transfers between main generator power and static inverter power. In between each power transfer is a momentary power interruption. These interruptions could range from 1.0 milliseconds to 100 milliseconds. By specification, the interruption can be as long as 400 milliseconds. Such power interruptions normally cause this equipment to blank for 0.5 to 8 seconds, depending on the length of the interruption. With the confusion of the situation, the blanking of the displays could very well seem to be associated with the operation of the fuel control switches.
Two other 747 aircraft have been known to inadvertently fly into a volcanic ash cloud. Like in the KLM 747-400 incident, all four engines were lost and subsequently restarted. In each of these cases, standby power operated as expected.
