thegoodfellas/blogset-br huggingface dataset:
a holding pattern andgiven a time to depart the FAF inbound.NOTE: In any of the situations in g above, proceed over the FAF at the published altitude and continue inbound on thefinal approach course without making aprocedure turn, holding pattern,or any other aligning maneuver beforethe FAF unless otherwise cleared by ATC. When cleared for the approach in anyof the above situations, if the pilot desires to fly the procedure turn or to makeadditional circuits in apublished or assigned holding pattern to lose excessive altitude or to becomebetter established on course before departing the FAP, it is his orher responsibility to request such maneuvering from ATC.Nocaso em estudo Cessna Ciatation XLS+ 560-6066 (PR-AFA), em virtude da nao existenciade Controle de Trafego Aereo para pouso na pista da Base Aerea de Santos, opiloto em comando apenas deveria declarar a intencao de interceptar a reta da aproximacao final, informando adistancia em milhas nauticas e a altitude deste ponto de interceptacao (mesmaaltitude do final da curva de afastamento) ate a cabeceira da pista. Exemplo:RadioSantos, PAPA, ROMEU, ALPHA, FOXTROT, ALPHA, chamara estabilizado no curso daaproximacao final, 10 NM, 2200 pes, por NAVEGACAO PROPRIA.Estadeclaracao por si, ja significa que tanto o bloqueio, entrada em orbita(holding) quanto o afastamento estao eliminados.
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On 28 December 2014, an Airbus A320-216 aircraft registered as PK-AXC was being operated by PT. Indonesia Air Asia on a scheduled flight from Juanda International Airport Surabaya, Indonesia to Changi International Airport, Singapore. The aircraft departed at 0535 LT (2235 UTC, 27 December 2014) and was cruising at 32,000 feet (FL320) via ATS (Air Traffic Services) route Mike 635 (M635) with total occupants of 162 persons. The Pilot in Command (PIC) acted as Pilot Monitoring (PM) and the Second in Command (SIC) acted as Pilot Flying (PF). Em 28 de dezembro de 2014, uma aeronave Airbus A320-216 registrada como PK-AXC estava sendo operada pela empresa privada Indonesia Air Asia num voo regular a partir do Aeroporto Internacional de Juanda, Surubaya, Indonesia para o aeroporto Internacional de Changi, Singapore. A aeronave partiu as 05:35 Local Time (22:35 UTC, em 27 DEZ 2014) e estava cruzando a 32.000 pes (Flight Level 320) na rota ATS (Servicos de Trafego Aereo) Mike 635 (M635) com o total de 162 pessoas a bordo. O Piloto em Comando (PIC) atuava como Pilot Monitoring (PM) e o Segundo Piloto em Comando (SIC) atuava como Pilot Flying (PF). The totals of 162 persons were on board this flight consisted of two pilots, four flight attendants and 156 passengers including one company engineer. O total de 162 pessoas que estavam a bordo deste voo consistia de dois pilotos e quatro comissarios de bordo e 156 passageiros, incluindo um engenheiro de empresa. The sequence of events was retrieved from both of Flight Data Recorder (FDR) and Cockpit Voice Recorder (CVR). A sequencia de eventos foi recuperada de ambos os gravadores, Flight Data Recorder (FDR) e Cockpit Voice Recorder (CVR). The way pilots responded to a technical malfunction resulted in the crash of Air Asia Flight QZ8501, investigators said Tuesday [DEC 29, 2015]. The ill-fated plane was en route to Singapore from the Indonesian city of Surabaya on December 28 last year when it crashed into the Java Sea, killing all 162 people on board. A maneira que os pilotos responderam a um mau funcionamento tecnico resultou no acidente da Air Asia Voo QZ8501, os investigadores disseram na Terca-feira [29 DEZ 2015]. O malfadado aviao estava em rota para Singapura a partir da cidade Indonesia de Surabaia, em 28 de Dezembro no ano passado quando ele caiu no Mar de Java, matando todas as 162 pessoas a bordo. The planes flight control computer had a cracked solder joint that kept malfunctioning. Aircraft maintenance records found it had malfunctioned 23 times in the year before the crash, and the interval of those became shorter in the three months prior to the crash.Subsequent flight crew action resulted in inability to control the aircraft... causing the aircraft to depart from the normal flight envelope and enter a prolonged stall condition that was beyond the capability of the flight crew to recover, Indonesias National Transport Safety Committee said in a report. O computador de controle de voo do aviao que o mantinha funcionando teve uma junta de solda rachada. Nos registros da manutencao da aeronave descobriu-se
que ela [aeronave] tinha sofrido mau funcionamento 23 vezes no ano antes do acidente, e o intervalo desses maus funcionamentos tornou-se mais curto nos tres meses antes do acidente. "A acao subsequente da tripulacao de voo resultou na incapacidade de controlar a aeronave... causando a aeronave afastar-se do envelope de voo normal e entrar em uma condicao prolongada de estol que foi alem da capacidade da tripulacao de voo para recuperar [o voo normal]," O Comite Nacional de Seguranca de Transporte da Indonesia disse em um relatorio. The investigation concluded that contributing factors to this accident were: A investigacao concluiu que os fatores contribuintes para este acidente foram: The cracking of a solder joint of both channel A and B resulted in loss of electrical continuity and led to RTLU failure. A quebra de uma junta de solda de ambos os canais, A e B, resultado da perda de continuidade eletrica e que conduziu a falha da RTLU. [Rudder Travel Limiter Unit = Unidade Limitadora do Percurso do Leme]. The existing maintenance data analysis led to unresolved repetitive faults occurring with shorter intervals. The same fault occurred 4 times during the flight. A analise de dados de manutencao existentes conduziu para as falhas repetitivas nao solucionadas ocorrendo em intervalos mais curtos. A mesma falha ocorreu 4 vezes durante o voo. The flight crew action to the first 3 faults in accordance with the ECAM messages. Following the fourth fault, the FDR recorded different signatures that were similar to the FAC CBs being reset resulting in electrical interruption to the FACs. A acao da tripulacao de voo para as 3 primeiras falhas em conformidade com as mensagens do ECAM [Electronic Centralized Aircraft Monitoring]. Apos a quarta falha, o FDR [Flight Data Recorder] gravou sinais diferentes que eram semelhantes aos [sinais] do FAC CBs [Flight Augmentation Computer circuit brakes = fusiveis eletricos] reposicionados resultando em interrupcao eletrica para os FACs. The electrical interruption to the FAC caused the autopilot to disengage and the flight control logic to change from Normal Law to Alternate Law, the rudder deflecting 2 to the left resulting the aircraft rolling up to 54 angle of bank. A interrupcao eletrica do FAC causou ao piloto automatico desengajar e a logica de controle de voo para mudar de Normal Law para Alternate Law, [e ainda causou] a deflexao do leme 2 para a esquerda, resultando a aeronave rolar ate o angulo de 54 de inclinacao lateral. Subsequent flight crew action leading to inability to control the aircraft in the Alternate Law resulted in the aircraft departing from the normal flight envelope and entering prolonged stall condition that was beyond the capability of the flight crew to recover. A acao subsequente da tripulacao de voo conduziu a incapacidade para controlar a aeronave [no modo] Alternate Law o que resultou na aeronave saindo do envelope de voo Normal e entrando na condicao prolongada de stall que foi alem da capacidade da tripulacao de voo para recuperar. RUDDER and YAW DAMPERRUDDER and LOADSCONSIDERATIONS The rudder deflection is the sum of: the order from the
report when clear of the weather. At 2312 UTC, the pilotrequested for a higher level to FL 380 when possible and the Jakarta Radarcontroller asked the pilot to standby. At 2313:41 UTC, the singlechime sounded and the amber ECAM message AUTO FLT RUD TRV LIM SYS wasdisplayed. This was the third failure on both Rudder Travel Limiter Units onthis flight. The pilots performed the ECAM actions and the system returned tofunction normally. At 2315:36 UTC, the fourthfailure on both Rudder Travel Limiter Units and triggered ECAM message AUTOFLT RUD TRV LIM SYS, chime and master caution light. At 2316 UTC, the Jakarta Radarcontroller issued a clearance to the pilot to climb to FL 340 but was notreplied by the pilot. The Jakarta Radar controller then called the pilot forseveral times but was not replied. At 2316:27 UTC, the fifthMaster Caution which was triggered by FAC 1 FAULT followed by FDR signature ofalteration 4of parameters of components controlled by FAC 1 such as RTLU 1,Windshear Detection 1 and Rudder Travel Limiter Actuator 1. At 2316:44 UTC, the sixthMaster Caution triggered by AUTO FLT FAC 1 + 2 FAULT and followed by FDRsignature of alteration of parameters of components controlled by FAC 2 such asRTLU 2, Windshear Detection 2 and Rudder Travel Limiter Actuator 2. The AutoPilot (A/P) and the Auto-thrust (A/THR) disengaged. Flight control law revertedfrom Normal Law to Alternate Law. The aircraft started to roll to the left upto 54 angle of bank. Nine seconds after theautopilot disengaged, the right side-stick activated. The aircraft roll anglereduced to 9 left and then rolled back to 53 left. The input on the rightside-stick was mostly pitch up and the aircraft climbed up to approximately38,000 feet with a climb rate of up to 11,000 feet per minute. At 2317:18 UTC, the stallwarning activated and at 2317:22 UTC stopped for 1 second then continued untilthe end of recording. The first left side stick inputwas at 2317:03 UTC for 2 seconds and at 2317:15 UTC another input for 2seconds, then since 2317:29 UTC the input continued until the end of therecording. The right side stick input wasmostly at maximum pitch up until the end of recording. The lowest ISIS speed recordedwas 55 knots. The ISIS speed recorded fluctuated at an average of 140 knotsuntil the end of the recording. At 2317:41 UTC the aircraft reached the highest ISIS altitudeof 38,500 feet and the largest roll angle of 104 to the left. The aircraftthen lost altitude with a descent rate of up to 20,000 feet per minute. At approximately 29,000 feet the aircraft attitude was wingslevel with pitch and roll angles of approximately zero with the airspeed variedbetween 100 and 160 knots. The Angle of Attack (AOA)5 was almost constant at approximately 40 up and the stallwarning continued until the end of recording. The aircraft then lost altitudewith an average rate of 12,000 feet per minute until the end of the recording. At 2318 UTC, the aircraftdisappeared from the Jakarta Radar controller screen. The aircraft lastposition according to the Automatic Dependent Surveillance- Broadcasting(ADS-B) radar was on coordinate 33648.36S
limit is lockedat the time of the second failure. When theslats are extended, the FACs automatically set the rudder deflection limit atthe low-speed setting (maximum authorized deflection).The CVRcontained 2 hours and 4 minutes of good quality recording data. The significantexcerpts from the CVR are as follow:Airplane Upset: An airplane inflight unintentionally exceeding the parameters normally experienced in lineoperations or training: Pitch attitude greater than25 degree, nose up. Pitch attitude greater than10 degree, nose down. Bank angle greater than 45degree. Within theabove parameters, but flying at airspeeds inappropriate for the conditions. The summary of the examinationfound the electronic cards shows the evidence of cracking of soldering of bothchannel A and channel B. Those cracks could generate loss of electricalcontinuity and lead to a TLU failure. Thermal cycles associated topowered/not-powered conditions and ground/flight conditions, generate fatiguephenomenon of the soldering, and may result in soldering cracking. Solderingcracking could induce a disconnection of components from the circuit. Thedisconnections could create a loss of the affected RTLU channel. Theelectronic module pictures are shown above.
ENGLISH PORTUGUES If you have a heads up display and/or synthetic vision, the flight path vector is your best friend. What follows are some explanations on how we do the following tasks without the flight path vector and how we can do things better with it. Se voce tiver um heads-up display e/ou visao sintetica, o vetor de trajetoria de voo (FPV) e seu melhor amigo. O que segue sao algumas explicacoes sobre como fazer as tarefas seguintes sem o vetor de trajetoria de voo e como podemos fazer as coisas melhor com ele. FlightPath Vector (FPV) and Flight Path Angle (FPA)Vetor de Trajetoria de Voo (FPV) e Angulo de Trajetoria de Voo (FPA)BibliografiaDavies, D. P., Handling the BigJets, Civil Aviation Authority, Kingsway, London.Instrument Procedure HandbookFAA-H-8083-16 Using the 60 to 1 concept, you know that a three degree glide path should keep you 300 feet in the air for every nautical mile from the runway. At 2 nm you should be at 600', 3 nm at 900', and so on. If there is a VOR near the runway, you can figure the DME at the touchdown zone and subtract that. In the example drawing, for example, the VOR is a mile from the end of the runway. Usando o conceito 60 para 1, voce sabe que uma trajetoria de planeio de 3 (tres graus) deve manter voce no ar menos 300 pes a cada milha nautica da cabeceira da pista. A 2 NM, voce devera estar a 600', 3 NM a 900' e assim por diante. Se houver um VOR perto da pista, voce pode estimar o DME na touchdown zone e subtrair isso. No exemplo do desenho, o VOR esta distante uma milha do final da pista. Your FMS should also have the runway end programmed, giving you another excellent countdown of the miles to go. Just multiply the miles to go by 300'. Seu FMS tambem deve ter o fim de pista programado, dando a voce uma outra excelente contagem regressiva das milhas a voar. Basta multiplicar as milhas a serem voadas por 300 pes. The FPV is a small circular symbol (1) which, when the FPV button on the EFIS is depressed, superimposes over the Attitude Indicator (AI) part of the Primary Flight Display (PFD). The circular symbol represents the aircraft's axis in relation to the vertical and lateral movement referenced to the Earth's surface. If you were stationary on the ground, the circle would be on the horizon line and centered in the display. O FPV e um pequeno simbolo circular (1) que, quando o botao FPV no painel do EFIS e pressionado, superpoe sobre a parte do Indicador de Atitude (AI) do PFD Primary Flight Display. O simbolo circular representa o eixo da aeronave em relacao ao movimento vertical e lateral em referencia a superficie da Terra. Se voce estivesse parado no solo, o circulo estaria na linha do horizonte e centrado na tela. The data received by the FPV is derived mostly from the Internal Reference System (IRS) of the aircraft; therefore, the Flight Path Vector
provides an almost instantaneous display of flight path angle and drift information. Os dados recebidos pelo FPV sao derivados principalmente do Sistema de Referencia (IRS) da aeronave. Portanto, o FPV fornece uma exibicao quase instantanea de informacoes da deriva e do Angulo da Trajetoria de Voo (FPV). When the aircraft changes from climb phase to level flight, the FD bar is commensurate with the configuration of the aircraft (speed, weight, flap, etc.) and the FPV would be on the horizon line, indicating level flight. Quando a aeronave muda de fase de subida para voo nivelado, a bar do FD fica proporcional com a configuracao da aeronave (velocidade, peso, flaps, etc.) e o FPV estaria na linha do horizonte, indicando o nivel de voo. Decending in approach phase on a 3 degree glidepath, the position of the FD and Horizon Heading Scale (aircraft symbol bar/pitch bar) is dependent upon the speed, flap and gear extension, but the position of the FPV will stay at 3 degrees, unless the flight controls are used to alter the aircraft's pitch. Descendo na fase de aproximacao em uma trajetoria de planeio de 3 graus, a posicao da Escala de Proa no Horizonte (simbolo da aeronave/simbolo de pitch) e FD e dependente da velocidade, posicao dos Flaps, extensao do trem de pouso, mas a posicao do FPV ficara em 3 graus, a menos que os controles de voo sejam usados para alterar o angulo de inclinacao longitudinal da aeronave. The FPV will provide greater accuracy than the Horizon Heading Scale as it does not 'lag' behind real time as other instruments can do; therefore, it is sensible for flight crews to include this tool in their routine scan. O FPV proporcionara maior precisao do que a Escala de Proa no Horizonte, visto que ele nao 'se move' lentamente em tempo real como outros instrumentos pode fazer. Portanto, e SENSATO para as tripulacoes de voo incluir esta ferramenta na rotina de scanflow. FPV - Flight Path Vector Operation click on this link to watch the operationFlight Path Vector (FPV) The flight path vector shows where the airplane is headed. On the HUD, it shows the pilot the airplane's vector in relation to all the weather, to the runway's database position, and to terrain as infrared characteristics permit. With synthetic vision, it will shown the airplane's vector in relation to the terrain and the runway's database position. With just a few exceptions, your primary focus is on the flight path vector. Vetor de Trajetoria de Voo (Flight Path Vector - FPV) mostra onde o aviao esta aproado. No HUD, mostra ao piloto o vetor do aviao em relacao a tudo: formacao meteorologica, posicao da pista baseado nos dados da pista e terreno quando caracteristicas infravermelho permitirem. Com visao sintetica, sera mostrado o vetor do aviao em relacao ao terreno e a posicao em relacao a pista de pouso. Com apenas umas poucas excecoes, seu foco primario esta no Flight Path Vector. Bore Sight The bore sight is the nose of the aircraft, which is where the airplane is headed adjusted
for Deck Angle, and drift. It is where the pointy end of the aircraft symbol appears on a conventional attitude indicator. You will need to focus exclusively on this in the event of a wind shear recovery maneuver; the flight path vector will be greatly impacted by the wind and aircraft performance during the recovery. During a CFIT escape maneuver you will also focus on the boresight, but the flight path vector will be of use on your synthetic vision. A Visao de Mira (Bore Sight BS) e o nariz da aeronave, o qual e onde o aviao esta aproado e ajustado pelo angulo do Flightdeck e deriva. E onde a ponta do ponteiro do simbolo do aviao aparece em um indicador convencional de atitude. Voce precisara focar exclusivamente sobre isto no caso de uma manobra de recuperacao de WINDSHEAR; o Vetor de Trajetoria de Voo (FPV) sera grandemente afetado pelo vento e desempenho da aeronave durante a recuperacao. Durante uma manobra de fuga CFIT voce tambem focara no Bore Sight (Visao de Mira), mas o FPV sera de melhor utilidade para voce no visor sintetico. Reference Flight Path Angle (FPA) Angulo de Referencia da Trajetoria de Voo (FPA) The reference flight path angle (FPA) draws a line at a selected angle from the airplane to the ground or the air above. It is independent of aircraft attitude. O Angulo de Referencia da Trajetoria de Voo (FPA) traca uma linha em um angulo selecionado a partir do aviao ate o solo, ou ate um ponto no espaco aereo acima. Ele e independente da atitude da aeronave. Reference Flight Path Angle (FPA) Line and flight path vector Angulo de Referencia de Trajetoria de Voo (FPA) e Vetor de Trajetoria de Voo (FPV) The HUD draws a line from the airplane to the ground at whatever angle you command. This angle comes from the airplane to the ground. The line it draws on the ground shows where your airplane will end up if you follow that angle. O HUD traca uma linha do aviao ate o solo em qualquer angulo que voce comandar. Este angulo vai do aviao ao chao. A linha que ele desenha no chao mostra onde seu aviao terminara o voo se voce seguir esse angulo. Understanding that the line comes from the aircraft and not the ground is vital to using the line to your advantage. In each of the three examples, the flight path vector is right on the touchdown zone of the runway. Entendendo que a linha vem da aeronave e nao do chao e vital para usar a linha em seu beneficio. Em cada um dos tres exemplos, o Vetor de Trajetoria de Voo (FPV) vai direto na zona de toque da pista. If the line is short of the runway, you need to walk the line up by reducing your angle of descent. In the drawing you have raised your pitch to the touchdown zone but your flight path angle is still short of the runway. This means you will indeed land in the touchdown zone,
but at too shallow an angle. You should further reduce your angle to "return to glide path." Se a linha terminar antes da cabeceira da pista, voce precisa "deslocar a linha para frente", ao reduzir seu angulo de descida. No desenho voce teve seu pitch levantado para a zona de toque, mas seu Angulo da Trajetoria de Voo (FPA) esta ainda aquem da pista. Isto significa que voce realmente pousara na zona de toque, mas em um angulo muito raso. Voce deve reduzir ainda mais o seu angulo para "voltar a trajetoria de planeio. If the line is beyond the touchdown zone of the runway, you need to walk the line back by increasing your angle of descent. In the drawing you have decreased your pitch so that the flight path vector is on the touchdown zone. This means you will land in the touchdown zone, but at too steep an angle. If time permits and you are above Stabilized Approach height, you should further increase your descent angle to "return to glide path." Se a linha terminar alem da zona de toque na pista, voce precisa "trazer a linha para tras", aumentando seu angulo de descida. No desenho voce diminuiu seu pitch tal que o Vetor da Trajetoria de Voo (FPV) esta sobre a zona de toque. Isto significa que voce pousara na zona de toque, mas em um angulo muito acentuado. Se o tempo permitir e voce estiver acima da altura de Aproximacao Estabilizada, voce deve aumentar ainda mais o seu angulo de descida para "voltar a trajetoria de planeio". If the line is on top of the touchdown zone of the runway, that is where you will end up if you don't flare. A proper flare consumes less than 500'. Se a linha estiver no topo da zona de toque da pista, que e onde voce terminara se voce nao flutuar no pouso. Uma flutuacao em si, consome menos de 150 metros de pista. With a flight path vector and HUD all the guessing is history; simply place the flight path vector on the touchdown zone and keep it there until it is time to flare. Com um Vetor de Trajetoria de Voo (FPV) e Head-Up Display todos os palpites sao estorias; simplesmente coloque o FPV sobre a touchdown zone e o manteha la ate a hora de flare. If you are performing an honest to goodness PULL UP response to a GPWS warning on rising terrain, by all means perform the AFM maneuver, such as the G-450 CFIT escape maneuver. But if you have synthetic vision it really pays to have the flight path vector up, especially when IMC. Se voce estiver executando uma resposta autentica a mensagem PULL UP do alerta do GPWS sobre terreno acidentado, sem duvidas realize a manobra do AFM, a manobra de fuga. Mas se voce tem visao sintetica, realmente vale a pena ter o FPV em cima, especialmente quando em IMC. Remember to perform the maneuver while looking at the aircraft boresight, that shows where the nose is and gives you the