#29 La invasión rusa está al caer ... seguro que nos ponemos la vacuna rusa del coronavirus y empezamos todos a hablar en ruso y a alabar a Putin...
#33
sobrevivieron 4, pero es que tardaron horas en llegar los equipos de rescate, y dicen que durante toda la noche se oigan gritos de auxilio.
un comentario de youtube dice que cerca de alli habia un poortaviones yankee, pero los japos no le dejaron actuar por motivos politicos, yu habria llegado la ayuda mucho antes.
https://es.wikipedia.org/wiki/Vuelo_123_de_Japan_Airlines
"Un helicóptero de la fuerza aérea de los Estados Unidos fue el primero en llegar al sitio, unos 20 minutos después de la colisión. El piloto del helicóptero de rescate se retiró del lugar por órdenes del gobierno japonés; también influyó el terreno montañoso, la oscuridad y la lluvia.
Hubo confusión acerca de quién conduciría el rescate en la víspera inmediata al accidente. La tripulación del helicóptero americano contactó con la base aérea de Yokota para ofrecer su colaboración enviando equipos de rescate, a la vez que se ofreció para guiar a las fuerzas japonesas al lugar de modo inmediato. Representantes del gobierno japonés ordenaron a la tripulación del helicóptero regresar a la base aérea de Yokota, ya que las fuerzas de defensa del Japón conducirían el rescate. Sin embargo, las brigadas no llegaron hasta la mañana siguiente (doce horas después); se estima que algunos supervivientes del accidente murieron durante este intervalo.
La azafata que sobrevivió narró, desde su camilla en el hospital, que recordaba el sonido de los rotores del helicóptero y que había gritado "socorro, socorro" mientras movía las manos. Poco antes se había despertado entre gritos y gemidos, que fue dejando de oír durante la noche."
#35 te copio la transcripción de la grabación de voz en cabina
Legenda: CA = Captain
FO = First officer
FE = Flight engineer
ST = Stewardess
URV = Unreadable voices
GPWS = Ground Proximity Warning System
time source content
18:24:10 ST: Some passenger is pushing a switch. May I?
CA: Be careful...be careful and quickly.
ST: Thank you.
18:24:34 (large bang) (warning sound)
FE: Oh (warning stopped)
CA: What have you identified?
CA: Check gear...Gear.
?: Ah...
CA: Gear...
?: URV
?: URV
18:24:44 (Prerecorded announcement) Put on oxygen mask, fasten seat belt, we are making an emergency descent
ST: May we ask you...passengers with infants,...nearby passengers ....please be ready...for
18:24:46 CA: Squawk 77
?: URV
?: URV
?: ehh...
?: URV
18:24:54 ?: Hydro pressure dropped.
?: Amber light on. URV
18:25:03 (warning sounds)
18:25:13 CA: Right turn.
18:25:14 CA: Right turn.
FO: I did it.
CA: Yes.
18:25:50 CA: Do not bank so deeply
FO: Yes, sir.
CA: Do not bank so deeply
FO: Yes, sir.
18:26:08 CA: Recover it.
FO: It does not recover.
18:26:12 CA: Pull up.
18:26:25 CA: All hydraulics failed.
FO: Yes, sir.
CA: Descend.
FO: Yes, sir.
FE: It is...
CA: Descend. (warning sounds)
CA: Why this sound?
?: URV
18:26:45 CA: Right turn.
FO: Right turn.
CA: Your side is cleared.
FO: Yes, sir.
18:27:37 CA: Turn left.
18:27:46 ?: Hydro pressure is all lost. All lost?
?: All lost. All lost. Yes.
FO: Ah...Please contact with company (radio) ah...them through 235 company (radio)
FE: Yes.
?: URV
CA: Why are they so noisy?
18:28:48 CA: Left turn.
18:29:00 CA: ... dropped
FO: Yes, sir. I try...
FO: Yes, sir.
CA: Do not say, yes.
FO: Yes, sir
18:29:19 FO: Yes, sir.
18:29:56 CA: What is this?
18:30:27 FE: (through interphone) How about cabin pressure? Have cabin masks dropped? So? Well, cabin pressure... please.
18:30:49 ?: URV
18:30:52 FE: Because cabin masks dropped...
?: URV
FE: Cabin pressure dropped.
18:31:35 FE: What? more aft...ah...What was damaged? Where? ah...ah...ah... ah... Coat room? for rear-most, is it not? Understood. Ah...Coat room...general...It dropped in baggage space. It would be better to land.
FE: All persons inhale masks...
18:32:59 ?: Do we descend slightly?
18:33:12 ?: R...
FE: R5 window? Roger. Yes, roger. Yes, roger.
18:33:33 FE: Captain
CA: Yes
FE: R5 window...it would be better to make an emergency descent.
CA: Yes
18:33:55 FE: Do we put on masks?
CA: Yes, it would be better
FE: I think it would be better to inhale emergency mask
CA: Yes
18:34:06 (warning sounds)
FO: Please by company (radio)
FE: Roger (warning stopped)
FE: Ah... Where?
FE: Ah.Now...
18:34:37 (warning sounds)
FE: Ah. Where now
FE: Ya
18:35.00 FE: Which section of Japan Air?
?: It is Osaka
FE: Yes
FE: Japan Air Osaka? Japan Air Tokyo 1 Japan Air Tokyo.
18:35:05 (warning stopped)
18:35:49 ?: URV
FE: Ehh..
?: URV
CA: Do not care it.
18:37:08 ST: ... now ... please...
18:37:09 ?: ah...Ah...ah..ah
18:37:30 CA: Nose down.
18:37:37 CA: Lower nose
FO: Yes, sir.
18:38:02 CA: Lower nose.
FO: Yes, sir.
18:38:15 CA: Lower nose.
FO: Yes, sir.
18:38:28 CA: Do it with both hands. With both hands.
FO: Ya, sir.
18:38:39 FE: Do we down gear? gear down...
FO: Gear down'
18:33:44 CA: Speed does not drop.
FO: Speed does not drop.
18:38:53 CA: Lower nose.
FO: Yes, sir.
18:39:11 FE: Do I set it in alternate position?
CA: Wait a moment...
18:39:50 CA: Lower nose.
FO: Yes, sir
18:39:54 CA: Lower now.
FO: Yes, sir
?: URV
18:39:59 CA: Lower nose.
FO: Ya, sir.
CA: What is this?
?: URV
CA: Lower nose
18:40:21 FE: Gear was lowered
FO: Ya, sir.
18:40:40 CA: Lower nose.
FO: Yes, sir.
18:40:59 CA: Lower nose, do not care it
?: ...URV
?: URV
?: URV
?: URV
18:42:15 CA: Lower nose.
FO: Yes, sir.
18:42:41 CA: Power
CA: Power
18:43:17 CA: Lower nose.
18:43:46 CA: It is heavy. Lower nose slightly more
FO: Yes, sir.
CA: It is heavy.
CA: It is heavy
18:44:21 CA: Did you do it to full?
FO: Yes, to full Controlled to full.
18:44:41 CA: Oh...it is heavy.
FO: How about flap, sir? Do I extend it?
CA: It is a bit too early.
FO: Is it too early?
CA: It is too early, too early
?: Was gear extended?
18:41:51 FO: Gear was extended.
?: URV
CA: Lower nose.
FO: Do I contact?
?: URV
?: URV
CA: Where?
18:46:20 ST: ..Those passengers who accompany babies, please keep your heads on seat backs and hold your babies firmly. Did you fasten seat belts? All tables are retracted? Please check it.. sometimes we land ... without notice...we keep contact with ground ...
18:46:22 CA: Lower nose.
CA: We go?
FO: Yes, sir.
18:46:33 CA: It may be hopelas.
18:46:43 FE: Do I contact?
FO: Yes, sir.
?: URV
?: URV
?: ...aileron hydro off
18:47:15 FE: Hydro quantity all lost ...
18:47:28 (warning stopped)
?: ... quantity...
?: Yes
?: 119.7 to Haneda.
CA: It is a mountain
?: Yes, please.
CA: Raise nose.
CA: It is a mountain.
FO: Yes, sir.
CA: Control to right.
18:47:45 CA: Right turn, raise nose.
CA: We may hit the mountain
FO: Ya, sir
18:47:54 CA: Right turn. (warning sounds)
18:47:58 CA: Max power.
FO: Max power.
CA: Hold out.
FE: Ah..Do you do it by two persons?
CA: We are two.
18:48:07 CA: Left turn.
FO: Yes, sir.
FE: Hold out.
CA: Left turn, now ..
18:48:12 CA: Left turn.
18:48:16 FO: Decrease power slightly...
?: URV
18:48:19 CA: Right, right, ... lower nose.
?: URV
18:48:24 CA: Lower nose.
FO: Fully controlled now. (warning stopped)
FO: ...it is totally ineffective ...
18:48:33 CA: Lower nose.
FO: Good.
18:48:40 CA: Here we go.
FO: Ya, sir.
?: URV
18:49:49 FE: Do I increase power7
CA: Power, power (warning sounds)
18:48:58 CA: Power (another warning sounds) Let's increase power, increase power
?: URV
?: URV (stall warning sounds)
CA: Ah...it is hopeless ...
18:49:40 ?: Stall
CA: Max power
FO or FE: Max power Max power
18:49:46 CA: Stall (Stall warning stopped)
18:50:04 FO or FE: Speed increases, speed
CA: Let's hang tough.
CA: Hold out.
FE: Yes sir.
18:50:28 CA: Lower nose.
CA: Hold out, hold out.
FO: Fully controlled
18:50:31 ?: Speed is decreasing, speed ..
18:50:49 FE: Speed is controlled by power. How about power control? Power control, captain?
CA: Yes
18:50:55 CA: Speed is 220 knots.
FE: Yes, sir
CA: Do not lower nose. It increases speed
FO: Yes, sir
18:51:04 CA: It's going down.
FO: Yes, sir.
FO: Raise nose, raise.
?: Do I extend flap?
CA: Unable.
FO: No, sir, with the alternate.
FE: It can be extended with the alternate.
18:51:22 CA: Lower nose.
?: URV
CA: With both hands...
FO: Yes, sir.
18:51:29 CA: Lower nose.
CA: Yes. Power.
FE: I increase power.
?: URV
?: Yes, sir.
18:51:41 CA: Lower nose.
18:51:47 CA: Hold out. (warning stopped)
FE: Flap was extended with the alternate.
?: Roger.
CA: Lower nose.
FO: Yes, sir.
CA: Lower nose.
FO: Yes, sir.
FO: URV
?: URV
18:53:13 CA: Raise nose.
CA: Power.
FE: Power up.
FO: It is 119.7. Ah...number two.
FE: Yes.
?: URV
?: Yes. (warning sounds)
18:54:16 CA: Yes, left, left turn.
FO: Yes, sir.
FE: Yes, 110.
CA: Left turn.
?: Yes. It is 119.7.(warning stopped)
CA: Request position.
FE: Yes, sir. I will ask them.
FE: Northwest of Haneda.
18:54:40 CA: Raise nose.
FE: How many miles?
18:54:47 CA: Lower nose.
FO: Yes, sir.
FO: Controlled fully.
18:54:55 FE: Yes, roger, roger.
FE: They said we are 25 miles west of Kumagaya.
CA: Flaps all?
18:55:04 FO: Yes, sir. Flap 10.
18:55:15 CA: Raise nose.
FO: Yes, roger, sir.
18:55:17 CA: Raise nose.
18:55:19 CA: Raise nose.
18:55:25 CA: Raise nose.
CA: Since long before.
18:55:42 CA: Stop flap.
?: Stop it.
18:55:48 CA: Do not extend flap so deeply.
?: Flap up, flap up, flap up, flap up...
?: Flap up.
?: Yes, sir.
18:55:55 CA: Power, power.
?: URV
CA: Flap.
FO: I am retracting it.
CA: URV
18:56:05 CA: Raise nose.
CA: Raise nose.
CA: Power.
18:56:14 GPWS: Sink rate, pull up, pull up, pull up, pull up
18:56:19 CA: URV
GPWS: Pull up pull up
18:56:23 (sound of collision with first peak)
GPWS: Pullup,pullup
18:56:26 (sound of impact on the second peak)
18:56:28 (tape ends)
#35 y aquí un buen reporte, sorry por el doble post
Descripción:
JA8119 was a Japan Air Lines Boeing 747SR, a short range variant of the Boeing 747 Series 100. The was aircraft specifically configured for domestic flights with a high density seating arrangement.
On June 2, 1978 the aircraft operated on a flight to Osaka (ITM). It floated after touchdown and on the second touchdown the tail struck the runway. The aircraft sustained substantial damage to the rear underside of the fuselage. The rear pressure bulkhead was cracked as well. The aircraft was repaired by Boeing. Engineers replaced the lower part of the rear fuselage and a portion of the lower half of the bulkhead.
Seven years later, on August 12, 1985, JA8119 had completed four domestic flights when it landed at Tokyo-Haneda (HND) at 17:17. The next flight was to be flight 123 to Osaka (ITM). The aircraft took off from Tokyo-Haneda at 18:12. Twelve minutes later, while climbing through 23900 feet at a speed of 300 knots, an unusual vibration occurred. An impact force raised the nose of the aircraft and control problems were experienced. A decompression had occurred and the crew got indications of problems with the R5 door. In fact, the rear pressure bulkhead had ruptured, causing serious damage to the rear of the plane. A portion of its vertical fin, measuring 5 m together with the section of the tailcone containing the auxiliary power unit (APU) were ripped off the plane. Due to the damage, the hydraulic pressure dropped and ailerons, elevators and yaw damper became inoperative. Controlling the plane was very difficult as the airplane experienced dutch rolls and phugoid oscillations (unusual movement in which altitude and speed change significantly in a 20-100 seconds cycle without change of angle of attack).
The aircraft started to descend to 6600 feet while the crew tried to control the aircraft by using engine thrust. Upon reaching 6600 feet the airspeed had dropped to 108 knots. The aircraft then climbed with a 39 degree pitch-up to a maximum of approx. 13400 feet and started to descend again. At 18:56 JAL123 finally brushed against a tree covered ridge, continued and struck the Osutaka Ridge, bursting into flames.Probable Cause:
CAUSE: "It is estimated that this accident was caused by deterioration of flying quality and loss of primary flight control functions due to rupture of the aft pressure bulkhead of the aircraft, and the subsequent ruptures of a part of the fuselage tail, vertical fin and hydraulical flight control systems.
The reason why the aft pressure bulkhead was ruptured in flight is estimated to be that the strength of the said bulkhead was reduced due to fatigue cracks propagating at the spliced portion of the bulkhead's webs to the extent that it became unable to endure the cabin pressure in flight at that time.
The initiation and propagation of the fatigue cracks are attributable to the improper repairs of the said bulkhead conducted in 1978, and it is estimated that the fatigue cracks having not be found in the later maintenance inspection is contributive to their propagation leading to the rupture of the said bulkhead."
https://aviation-safety.net/database/record.php?id=19850812-1&lang=es
#37 joder vaya angustia tuvieron que sentir, luchando contra una bestia indomable hasta el final...
En el vídeo donde dice el capitán "this is the end..." No puedo imaginar que le pasaría por la cabeza al piloto ahí... Que pena.
