Gtarrowhead From , joined Dec 1969, posts, RR: Posted (11 years 9 months 1 week 4 days 20 hours ago) and read 3426 times:
how serious is clear air turbulence? we were on approach to geneva and we hit it twice for a couple of seconds each time. also on that flight we crossed another planes wake. bad flight.
ILUV767 From United States of America, joined May 2000, 3140 posts, RR: 10 Reply 2, posted (11 years 9 months 1 week 4 days 13 hours ago) and read 3369 times:
Bad! A few years ago, a United 747 flying over the Pacfic hit some, and there were a lot of people hurt. Most of them were not wearing there seatbelt! On the airlines, when they tell you to keep your seatbelt fastened, do it, clear air turbulence can happen anywhere!
Bicoastal From , joined Dec 1969, posts, RR: Reply 3, posted (11 years 9 months 1 week 4 days 12 hours ago) and read 3353 times:
I'm sure at some point a pilot will answer with more detail and factual explanation. For me, personally, clear air turbulence is the only part of flying I don't like. Not a cloud or thunderstorm in sight, yet "dropping" like a lead balloon. My worst experience was flying over the New Mexico/Arizona/Colorado area Whew! Not fun. That night I was watching the news and they reported an American Airlines flight landed in Salt Lake with injuries after flying over the same area at about the same time. ALWAYS wear your seatbelt, even when the light isn't on.
Tr1492 From United States of America, joined Feb 2000, 109 posts, RR: 0 Reply 5, posted (11 years 9 months 1 week 4 days 12 hours ago) and read 3343 times:
CAT can be very scary and like other folks have said, it has killed people and sent planes to early retirements. As a matter of fact (BIcoastal) I just flew back from ABQ yesterday - a nice, sunny day, no clouds, little surface wind, but pretty bumpy until we hit the Midwest USA proper! Besides occuring around jet stream boundaries, mountainous areas and convection are also causes, I believe. I also have heard that there may be a way now to detect CAT via some sort of radar instead of relying on the plane 20 miles ahead of you to alarm everyone - if anyone has heard anything about that I'd like to know, too!!
Just like the pilots always say - keep those seatbelts on!! I always do!!
Starship From South Africa, joined Nov 1999, 1098 posts, RR: 18 Reply 6, posted (11 years 9 months 1 week 3 days 21 hours ago) and read 3326 times:
I really thought more people would have responded to this topic yesterday. I did not have my web addresses with me at the time, so was not in a position to respond until now. CAT can be quite catastrophic to an aircraft that flies into these conditions.
Many of you will be too young to remember that back in 1966, a BOAC Boeing 707 flew into severe CAT (a mountain wave) while giving passengers a close-up view of Mt Fuji in Japan. The turbulence ripped off all four engines and part of the wing. All 124 aboard were killed in the accident. Below is a rare picture of the stricken aircraft seen in its last stages of being torn apart.
In another incident on December 9, 1992, a DC-8 cargo jet flew into extreme clear-air turbulence at 31000 ft over the Colorado Rockies and lost an outboard engine.
1992, December 7. A China Airlines MD-11 encountered moderate turbulence at 33,000 ft. above sea level (FL 330). “The airplane subsequently departed controlled flight and sustained damage to the left and right outboard elevator skin assemblies, portions of which separated from the airplane.” The cost to repair the elevator damage was $312,000. When the turbulence hit, the autopilot automatically disengaged, probably because of excessive roll rate. The captain attempted to regain control, but it took almost 10 minutes. During that time, both roll and pitch exceeded 30 degrees. The flight data recorder (FDR) indicated the plane had stalled at least 4 times before recovery. Amazingly, there were no injuries.
1996, May 16. A Fed Ex MD-11 freighter encountered wake turbulence from a preceding 747 as it was landing at the Anchorage, Alaska airport and suffered substantial damage. When the plane entered a high sink rate, the captain tried to go-around but the lower aft fuselage hit the runway and bounced. The captain discontinued the go-around and the plane bounced two more times, causing substantial damage to the aft pressure bulkhead.
The following incident occurred after an encounter with windshear.
1997, June. Thirteen people were seriously injured when a Japan Airlines MD-11 experienced severe pitch oscillations. One passenger went into a coma and died, 20 months later.
The pilot attempted manual recovery when the autopilot failed to detect the plane was flying too fast after an encounter with wind shear. The pilot’s repeated attempts to stabilize the altitude caused the severe oscillations that injured passengers and crew. The autopilot was blamed for the accident because it contained a programming design defect that commanded it to respond to average velocity calculations instead of actual speeds.
Unfortunately, due to a network failure, I am unable to continue this post - might try again later.
Starship From South Africa, joined Nov 1999, 1098 posts, RR: 18 Reply 8, posted (11 years 9 months 1 week 2 days 20 hours ago) and read 3284 times:
To go back to the DC-8 pic above CAT studies were being conducted in the same general area at the time of the incident. These were the conclusions:
"Severe clear-air turbulence, including serious damage to a DC-8 cargo jet, was caused by strong mountain wave activity. The mountain wave and its temporal evolution during rapidly changing large-scale conditions were uniquely observed with ground-based lidar, wind profilers, and RASS. These observations revealed a localized flow reversal within an upper-level jet that represents a region of mountain wave breaking.
A downslope windstorm occurred during the time when the vertical shear of the cross-mountain wind was weakest (i.e., before a strong upper-level jet moved overhead), the mountain top winds were >20 m/s, and a strong stable layer was near mountain top. Significant changes in the wave's vertical structure were observed over less than 3h.
Comparisons of the wave observations with numerical simulations suggests that the strong turbulence could be diagnosed from an operational model, and that a high-resolution numerical model could reproduce key wave features even within rapidly changing larger-scale conditions by using time-dependent lateral boundary conditions from a data assimilation system."
It would appear from some research over the last 24 hours that CAT is quite a complicated subject and perhaps beyond the scope of this forum. For anyone interested you can view an interesting page on the topic by clicking on this hot link:
Source: National Center For Atmospheric Research (NCAR) (http://www.ncar.ucar.edu)
Contact: Anatta , Media Relations
Phone: 303-497-8604; Email: anatta@ucar.edu
Date: Posted 1/28/1999
Scientists Probe The Jet Stream For Clues To Clear Air Turbulence
BOULDER--Through early February, a team of scientists is sending probes into the jet stream over the Pacific Ocean to learn more about clear air turbulence. Research aircraft are dropping instruments over portions of the ocean to improve forecasts of weather systems and provide insight into the sudden, invisible gusts that pose an extreme hazard to aircraft. The program is a collaborative effort between the National Center for Atmospheric Research (NCAR), the National Oceanic and Atmospheric Administration (NOAA), the Federal Aviation Administration, and the Naval Research Laboratory (NRL) in Monterey, California. NCAR's primary sponsor is the National Science Foundation.
Commercial pilots flying east take advantage of the fast-moving winds at about 35,000 feet, in the jet stream's central core, to gain extra momentum. However, this puts them at risk for clear air turbulence. Twenty passengers aboard a Japanese airliner were injured on January 20 as the aircraft was struck by severe turbulence above the northwest Pacific just east of Japan. Scientists want to understand why some jet streams produce severe turbulence and others do not. "The idea is to examine the core's structure to see what role it might be playing in clear air turbulence," says NCAR scientist Robert Gall.
The special observations of turbulence are piggybacking onto the Winter Storm Reconnaissance flights being sponsored by NOAA's National Weather Service (NWS) in cooperation with the NOAA Aircraft Operations Center and the U.S. Air Force Reserves. Researchers are planning two dedicated missions with the NOAA G-IV aircraft from Honolulu between January 16 and February 15, in addition to the Winter Storm Reconnaissance flights.
Dropwindsondes deployed into turbulent areas of the jet stream will provide data on the structure of the jet stream between 27,000 and 45,000 feet, the flight altitude of major airlines. The project's data will be used to verify experimental turbulence prediction models at NCAR, NOAA, and NRL and to learn how operational NWS forecast models might be improved to give pilots more accurate warnings of turbulence.
NCAR is managed by the University Corporation for Atmospheric Research, a consortium of more than 60 universities offering Ph.D.s in atmospheric and related sciences.
Another article that came to light was this:
United Flight Refocuses Community on CAT
by Roger Graham
Director of Meteorology, Air Routing International
In early January 1998, United Airlines Flight 826 experienced extreme turbulence over the North Pacific Ocean, resulting in one death and numerous injuries. This incident has refocused the aviation community's attention on Clear-Air Turbulence (CAT). Unlike rolling clouds that can indicate oncoming turbulence, CAT surfaces when no clouds are present. Generally, CAT applies to high-level wind shear and mountain waves.
Identifying the cause of CAT is one of the aviation-weather forecasters more difficult challenges. A change of wind speed and/or direction of the jet stream, temperature differential of air masses, winds perpendicular to mountain ranges and cyclonic curvature in the wind pattern are a few possible causes of CAT.
There are no reliable visual cues or detection devices to help locate CAT, including radar. To help recognize potential CAT, Air Routing forecasters closely analyze the long wave pattern, troughs and ridges, jet stream locations and intensities and tropopause heights. We also analyze converging and diverging jet streams, jet maxima moving along the jet and satellite imagery, along with very critical AIREPS and PIREPS. Our analysis is a reliable method to advise pilots of areas where moderate to greater intensity of CAT situations can occur.
In Time magazine's January 12, 1998 issue, an article on spotting CAT indicated that NASA and private industry have teamed up to design a device, similar to an infrared radar, that would allow planes to "scan the sky for agitated particles in the air characteristics of CAT." NASA plans to test the device next spring.
Air Routing meteorologists produce forecasted turbulence maps twice daily for the world, constantly evaluating and updating the information.
CBS did a feature on CAT 2½ years ago
Clear-Air Turbulence
A CBS 2 News Special Assignment
Drew Griffin
Welcome aboard to what you're hoping will be a smooth flight.
After all, it's sunny, the clouds are now below you, and the flight attendants are breaking out the snacks and drinks.
At 35,000 feet above solid ground, what could you possibly run into?
This -- something called clear-air turbulence. It's an invisible killer.
CBS 2 News' Drew Griffin explains why turbulence causes the most injuries aboard airplanes.
CBS 2 News Special Assignment: Clear-Air Turbulence aired Wednesday, February 11, 1998 at 11:00 p.m.
On December 28, 1997, United Airlines Flight 826 learned how dangerous clear-air turbulence could be.
It was a routine flight from Tokyo to Honolulu with a plane full of vacationers. Two hours out and five miles above the Pacific Ocean, the plane began to shake, said CBS 2 News' Drew Griffin. The "fasten seatbelt" sign was turned on.
The shaking increased and suddenly the plane plunged.
It was an unexpected 100-foot drop, said Griffin.
Passengers gripped each other and their armrests. Oxygen masks deployed and people who did not strap themselves in found themselves hurled about the cabin.
When the plane finally managed to make an emergency landing in Japan, 83 people were hurt, and one woman was killed.
According to Griffin, clear-air turbulence is nothing new. It can strike anywhere, which is why pilots are trained to handle it. Airplanes, too, are built to handle it.
It may seem terrifying, but Griffin discovered -- courtesy of a flight simulator from Alaska Airlines -- that even a frightened reporter can handle a 737 when the clear-air turbulence strikes.
What, exactly, is clear-air turbulence?
To understand what happens, said Griffin, you should picture waves of air. At 35,000 feet into the air, rivers of air -- called the "jet stream" -- send waves of air off of its edges.
When a plane begins to bounce, it has entered wavy air. And like any surfer can tell you, once the wave gets big enough, the ride can get very rough, said Griffin.
At NASA's Dryden Flight Research Center, scientists are developing a new type of technology that will help pilots anticipate those air waves, said Griffin.
Rod Pogue is a scientist who is trying to use lasers to detect turbulence.
"The Lidar (laser) system sends a pulse (of light) from the nose (of a plane) out into the atmosphere," Pogue told Griffin.
The Lidar is searching for tiny dust particles, said Griffin.
When a plane is flying through smooth air, the dust particles ahead of it will be smooth and slow moving, said Griffin. But if the particles are fast-moving or chaotic, that could mean trouble.
"If we see some air going one direction, some another, then that's indicating turbulence," said Pogue.
The Lidar is designed to help warn the pilot that something is coming up that he might need to be concerned with.
To find out just what a warning system could mean for a plane's passengers, Griffin visited an airline that spends a lot of time trying to avoid turbulence.
At the Alaska Airlines Flight Operations Center, pilots in simulators are tossed around, thrown wind shears and forced to endure every danger in the sky imaginable so when any of those things happen in the sky they'll be ready, said Griffin.
Chief pilot Mike Swannigan put Griffin behind the controls of Alaska's 737 flight simulator, where he learned what clear-air turbulence feels like.
Swannigan and Griffin took off on a course for Seattle. Four miles into their flight, they hit their first bumps.
The plane shook and so did Griffin's confidence.
On a real flight, Capt. Swannigan would have had the passenger's seatbelt sign on. He said he could also guarantee that some passengers would be ignoring that instruction.
At a higher altitude, the plane rocked in six different directions. Griffin was experiencing moderate to heavy air turbulence.
Griffin survived the flight simulator and the turbulence blown at him. And that's because he wore his seatbelt throughout his so-called trip to Seattle.
What may surprise you, said Griffin, is how many times passengers do not wear their seatbelts.
Less than a month after Flight 826 plunged over the Pacific, CBS 2 News was flying over those same waters. During that flight Griffin noticed sleeping passengers without seatbelts. Children were also not strapped in, and one family even abandoned their seats altogether to play in the aisles.
If turbulence like the kind that hit 826 happened right then, every one of those people would have slammed to the ceiling, then smashed to the floor, said Griffin.
If there was a warning of turbulence coming -- even just a minute warning -- pilots could alert the crew and their passengers to get their seatbelts on. That's where the Lidar system will hopefully come into play.
And if everyone was strapped in, the FAA reports that 97 percent of the plane-related injuries and deaths would be avoided, said Griffin.
But the warning system is still about four years away, so the best advice right now for surviving clear-air turbulence is to do what the pilots always do: buckle up.
A number of CAT incidents have been documented over the years - Here is another from the archives of South African Airways.
January 19, 1996
South African Airways Enroute JNB-JED
The aircraft, a Boeing 747SP, encountered severe CAT (Clear Air Turbulence) on a flight from Johannesburg to Jeddah. The aircraft just crossed over the Zaire border at cruise altitude when it was lifted 400 feet followed by a drop of 800 feet. Airspeed increased from .85 to .89 during drop. The autopilot dis-engaged and the crew managed to maintain control of the aircraft. All 3 INS units were u/s for a period of 5 minutes, as well as 1 generator which dropped offline. The aircraft turned back to Johannesburg and landed safely 2 hours later. There was no structural airframe damage but various interior panels, interior windows and other cabin equipment was damaged. 100 passengers were injured, 24 required hospitalization.
Tailscraper From , joined Dec 1969, posts, RR: Reply 9, posted (11 years 9 months 1 week 2 days 20 hours ago) and read 3275 times:
Fascinating. Thank-you Starship, for those reports.
As for the laser detecting highly mobile dust particles, that seems a good idea to my un-scientific mind.
However, areas of high a/c density may pose a problem due to wake vortices, especially within the US and across the Atlantic, but these, in themselves, cause air turbulence in any case!!
Also, within the Tropics, how are aircrew going to distinguish between those dust particles mobilised by convection currents, and those by changes within windspeed etc. in jetstreams?
Is turbulence caused by rising convection currents (in the absence of cloud) also classified as CAT, even though it may occur below the Stratosphere?
Turbulence From Spain, joined Nov 1999, 963 posts, RR: 28 Reply 10, posted (11 years 9 months 1 week 2 days 19 hours ago) and read 3272 times:
All this is very interesting, and although I like turbulences very much, I guess I would be very scared if I were hit this way sometime. Anyhow, this is something quite different from just "bumping" if we can call it this way. A drop strong enough for making you hit the ceiling is not exactly the best example of what we all have in mind when thinking of the word "turbulence". That's why I always fasten my seat belt and encourage people around me to do the same.
Starship: your threads are great. Thank you (and the others collaborating in Gtarrowhead's question) for alll that info.
By the way: how do you manage to write coloured letters?. I gess it has something to do with the > and < signs, like underlining letters or writing them bold or italic. But how do you colour them? Thanks
Adam84 From United States of America, joined Jul 1999, 1400 posts, RR: 3 Reply 11, posted (11 years 9 months 1 week 2 days 17 hours ago) and read 3263 times:
I have flown on alot of early morning flights out of SFO going east to Newark, Chicago, Minneapolis and Cleveland: Every single flight the captain told us right after takeoff to keep our seatbelts fastened the whole flight cause of convection currents. The worst clear air turbulence I have experienced was between HNL-LAX on an overnight flight, all of a sudden the plane dropped maybe 200 feet and jumped back up again with no warning, all kinds of overhead bins were opening but no one got hurt thank the lord.
Stratifier From , joined Dec 1969, posts, RR: Reply 12, posted (11 years 9 months 1 week 2 days 14 hours ago) and read 3252 times:
Thanks for the info Starship! I've always kept my seatbelt fastened but never felt like there's an obvious reason for doing it. Will be on a transpacific flight in 2 days... have to take note.
Once I'm in the States, I see Drew Griffin on the local CBS station everyday...lol Fun.
Starship From South Africa, joined Nov 1999, 1098 posts, RR: 18 Reply 13, posted (11 years 9 months 1 week 2 days 9 hours ago) and read 3251 times:
On March 31, 1993, a Japan Airlines B747 leased from Evergreen took off from Anchorage, Alaska and almost immediately FLEW INTO AN AREA OF SEVERE TURBULENCE, WHILE CLIMBING THROUGH AN ALTITUDE OF ABOUT 2000 FEET. THE NUMBER 2 ENGINE AND ENGINE PYLON SEPARATED FROM THE AIRPLANE. THE FLIGHTCREW DECLARED AN EMERGENCY AND THE FLIGHT RETURNED TO ANCHORAGE, WHERE AN UNEVENTFUL LANDING WAS ACCOMPLISHED. THE INVESTIGATION REVEALED THAT A STRONG EASTERLY WIND INTERACTED WITH MOUNTAINS EAST OF ANCHORAGE, WHICH PRODUCED MOUNTAIN WAVE ACTIVITY. THE AIRCRAFT ENCOUNTERED SEVERE OR POSSIBLY EXTREME TURBULENCE. THERE WAS EVIDENCE THAT THIS RESULTED IN DYNAMIC MULTI-AXIS LATERAL LOADINGS THAT EXCEEDED THE ULTIMATE LATERAL LOAD-CARRYING CAPABILITY OF THE NUMBER 2 ENGINE PYLON, WHICH HAD ALREADY BEEN REDUCED BY THE PRESENCE OF A FATIGUE CRACK NEAR THE FORWARD END OF THE PYLON'S FORWARD FIREWALL WEB.
The engine also tore away about 50% of the leading edge slats on that wing and there was structural damage to the trailing edge flaps leading to control problems. The aircraft also entered a 60° bank angle after the engine fell away.
Here follows part of the Cockpit Voice Recording:
1229:08 {07:52}
TWR-1 Peninsula forty two zero five, gain of three zero knots reported on departure runway three two prior to rotation approximately mid field by heavy Boeing 747, pass behind the heavy C-5 crossing left to right Elmendorf final. caution wake turbulence. cleared for takeoff.
1229:11 {07:55}
CAM-3 checked. (six right) six right anti-ice? off, INS? ((concurrent with previous transmission))
1229:11 {07:55}
CAM-1 checked. ((this statement and the two following intermixed with previous transmission))
1229:15 {07:59}
CAM-2 radio ((concurrent with next statement))
1229:27 {08:11}
CAM-3 ***
1229:28 {08:12}
PNS Peninsula forty two oh five, roger. cleared for takeoff runway three two.
1229:29 {08:13}
CAM-1 radio three operating.
1229:30 {08:14}
CAM-2 radio three operating.
1229:31 {08:15}
CAM-3 radio three. altitude alert?
1229:35 {08:19}
CAM-1 two zero zero.
1229:36 {08:20}
CAM-2 two zero zero set.
1229:37 {08:21}
CAM-3 APU goin' off. fuel system set for takeoff.
1229:40 {08:24}
TWR-1 eight thirty five Anchorage tower runway
six left, cleared to land.
1229:42 {08:26}
835 cleared to land six left eight thirty five.
1229:44 {08:28}
CAM-3 forty two Echo said expect a rough ride. ((concurrent with previous transmission))
1229:48 (08:32}
CAM-2 Japan Air, forty six Echo heavy is ready.
1229:48 {08:32}
TWR-1 Japan Air forty six Echo heavy Anchorage tower runway six right, taxi into position and hold. pilot reports severe turbulence leaving two thousand five hundred, climbing on the Knick off runway six by a company heavy Boeing 747.
1230:06 {08:50}
CAM-? batten down the hatches folks.
1230:07 {08:51}
CAM-3 we're expecting a rough fide. ((yelled in a loud voice))
1230:09 {08:53}
TWR-1 Japan Air forty six Echo heavy, runway six right, cleared for takeoff.
1230:13 {08:57}
CAM-3 (reports of) severe turbulence on climbout, I don't what else is out on that galley now, but we're getting ready to blast off so just keep an eye out.
1230:19 {09:03}
CAM-? ** aw right.
1230:20 {09:04}
CAM-1 all the way on the check list.
1230:21 {09:05}
CAM-3 all the way.
1230:22 {09:06}
CAM-1 cleared to go.
1230:24 {09:08}
CAM-3 transponder?
1230:25 {09:09}
CAM-2 on, fifteen sixty one.
1230:27 {09:11}
CAM-3 ignition is on, ** air conditioning set, body
1230:35 {09:19}
TWR-1 Peninsula forty two zero five, contact departure,
1230:58 {09:42}
CAM-3 before takeoff check complete.
1230:59 {09:43}
CAM- ((sound of engine power increasing))
1231:02 {09:46}
CAM-1 max power.
1231:02 {09:46}
CAM-3 max power. --- max power is set, and you've got --- ninety three percent.
1231:23 {10:07}
CAM-1 thanks.
1231:24 {10:08}
CAM-2 eighty knots.
1231:25 {10:09}
CAM-1 checked
1231:31 {l0:15}
CAM-3 **
1231:45 {l0:29}
CAM-2 V 1.
1231:46 {10:30}
CAM-1 *
1231:49 {10:33}
CAM-2 rotate.
1231:51 110:35}
CAM-1 * 1231:52 {l0:36}
CAM-2 V 2.
1231:58 {10:42}
CAM- ((sound of snap, then ratcheting sound similar to stabilizer trim))
1232:00 {10:44}
CAM-2 positive rate.
1232:01 [10:45}
CAM-1 gear up.
1232:02 {10:46}
TWR-1 ---- Twin Otter, midfield winds zero niner zero at one two runway one four, cleared for takeoff.
1232:17 {11:01}
CAM- ((ratcheting sound similar to stabilizer trim))
1232:18 {11:02}
TWR-1 Japan Air, forty six Echo heavy, contact departure.
1232:20 {11:04}
RDO-2 gooday.
1232:24 {11:08}
DEP-1 Japan Air forty two Echo heavy, turn right heading three five zero.
1232:31 {11:15}
JA42 right turn three five zero, forty two echo.
1232:34 {11:18}
RDO-2 good afternoon Japan Air forty six Echo out of one thousand for two zero zero.
1232:38 {11:22}
DEP-1 Japan Air forty six Echo heavy Anchorage departure, radar contact, expect severe turbulence two thousand five hundred, heavy 747, smooth to moderate, continuous moderate three thousand through one zero thousand.
1232:51 {11:35}
RDO-2 roger
1232:52 {11:36}
CAM-1 *** thirty knots.
1232:53 {11:37}
CAM-3 yea.
1232:54 {11:38}
CAM-1 max climb power.
1232:55 {11:39}
CAM-3 max climb. ---
1232:57 {11:41}
DEP-1 Japan Air four two Echo heavy, contact Anchorage center, one three three point seven.
1233:02 {11:46}
JA42 center thirty three seven, bye bye.
1233:04 {l1:48}
CAM-3 ##, hang on guys.
1233:06 {11:50}
CAM-2 left three three zero.
1233:09 {11:53}
CAM-1 flaps five.
1233:12 {l1:56}
CAM-2 flaps five.
1233:12 {11:56}
CAM-1 (flaps up)
1233:13 {11:57}
CAM-3 (flaps up) --- you mean one.
1233:18 {12:02}
CAM-1 forty knot loss.
1233:20 {l2:04}
CAM-3 OK.
1233:25 {l2:09}
CAM-1 you didn't put 'em up further, did ya?
1233:27 {12:11}
CAM-2 no no.
1233:28 {l2:12}
CAM-1 **
1233:30 {12:14}
CAM-3 ((sound of laughter)) --- whoa, whoa, whoa.
1233:50 {l2:34}
CAM- ((sound of snap and sound of warning horn))
1233:51 {l2:35}
CAM-3 whoa, whoa, thrust reverser. --- got auto fail. we lost something.
1233:59 {l2:43}
CAM-2 lost number one and two.
1234:00 {l2:44}
CAM-3 ** generator.
1234:01 {l2:45}
CAM-1 number two's gone.
1234:01 {12:45}
CAM-3 number two engine shut, down. (whoa, whoa)
1234:06 {l2:50}
CAM-6 bank angle, bank angle.
1234:08 {12:52}
CAM-1 alright.
1234:09 {12:53}
CAM- ((sound of continuous horn))
1234:10 {l2:54}
CAM-1 action the emergency.
1234:12 {12:56}
CAM-3 OK, number one ** off.
1234:15 {12:59}
CAM-2 ****
1234:16 {13:00}
CAM-3 two, number two start levers cutoff.
1234:17 {13:01}
DEP-1 Japan Air four six Echo heavy ah, Elmendorf tower said that something large just fell off your airplane.
1234:21 {13:05}
CAM-? ***
1234:21 {13:05}
CAM- ((horn sound stops))
1234:22 {13:06}
CAM-1 yea, we know it
1234:23 {13:07}
CAM-3 OK.
1234:23 {l3:07}
RDO-2 OK, we know that ah, we're ah, declaring an emergency.
1234:28 {13:12}
CAM-2 we know that***---- flaps to one.
1234:28 {13:12}
CAM-? concur.
1234:29 {13:13}
DEP-1 Japan Air four six Echo heavy, will you need to return to Anchorage?
1234:30 {13:14}
CAM-1 we are returning to***
1234:32 {13:16}
RDO-2 standby returning and we are declaring an emergency.
1234:34 {13:18}
DEP-1 Japan Air three four six Echo heavy, turn left heading two four zero. maintain three thousand, vector ILS runway six right final approach course.
1234:38 {13:22}
CAM-6 bank angle, bank angle. ((simultaneous with previous transmission))
1234:40 {13:24}
CAM-3 OK, hang on.
1234:42 {13:26}
CAM-1 sorry we're****
1234:44 {l3:28}
CAM-3 do you wanna dump fuel?
1234:46 {13:30}
RDO-2 standby one, standby one, we've got an airplane coming' to us.
1234:47 {13:31}
CAM-? *** dump fuel.
1234:48 {13:32}
CAM-3 verify number two fire handle.
1234:49 {13:33}
DEP-1 yes sir, there's traffic ten o'clock, two miles, three thousand eight hundred, climbing rapidly.
1234:50 {13:34}
CAM- ((sound of warning horn))
1234:52 {13:36}
CAM-1 we got traffic over***
1234:55 {l3:39}
CAM-3 number two, verify, fire handle.
1234:57 {13:41}
DEP-1 Japan Air four six Echo heavy, that traffic's leaving five thousand five hundred.
1235:03 {13:47}
CAM-2 number two set.
1235:04 {13:48}
RDO-2 roger, we are, ah, we are
1235:04 {13:48}
CAM-3 pulled. --- we're turning back Anchorage. --- we got two leading edge devices out on the left side.
1235:10 {13:54}
CAM-1 OK. --- give me manual down on the leading edge.
1235:14 {13:58}
DEP-1 Japan Air four six Echo heavy, descend and maintain one thousand six hundred. can you use runway one four, it's closer?
1235:15 {13:59}
CAM-3 OK, manual down leading edge.
1235:19 {14:03}
CAM-1 you dumping fuel?
1235:21 {14:05}
RDO-2 roger, standby one please.
1235:23 {14:07}
CAM-3 not yet. --- need some help up here.
For the complete recording click on this hot link:
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