Search report text, read a short matching passage, then open the source page.
Exact phrases match first; otherwise all words must occur close together. Six excerpts maximum. Text extraction cannot search image-only charts. Warsaw uses a report transcription with missing figures and appendices.
28 matching PDF pages. Showing 6 short source excerpts. Open the document for full context.
Printed page label not indexed. PDF page 3.
recognised that they would descend through icing conditions and began briefing for potential unreliable airspeed using the QRH but were interrupted by noticing the cabin altitude indication had automatically appeared on the upper EICAS display, showing it increasing through 8,6Open official document at PDF page 3AAIB final report: G-ONEE
Printed page label not indexed. PDF page 5.
indication, if possible, or otherwise to continue the flight using the ‘Flight With Unreliable Airspeed' tables contained within the ‘Performance Inflight' chapter of the QRH. These tables, located in a separate section of the QRH, use aircraft weight and pressureOpen official document at PDF page 5AAIB final report: G-ONEE
Printed page label not indexed. PDF page 9.
AAIB Bulletin: G-ONEE AAIB-29853 Figure 5 Unreliable airspeed event The data for the unreliable airspeed event (Figure 5) shows that throughout this period the right autopilot was engaged, the autothrottle was disengaged, the pOpen official document at PDF page 9AAIB final report: G-ONEE
Printed page label not indexed. PDF page 10.
pre-icing speed. The speed brakes were not deployed during the overspeed event. The QRH unreliable airspeed pitch and descent rate reference values, shown in Figure 5, are those that were determined by the flight crew from the ‘Flight With UnreliableOpen official document at PDF page 10AAIB final report: G-ONEE
Printed page label not indexed. PDF page 29.
communication and continuous reassessment. Accident to Airbus A330 (F-GZCP) involving unreliable airspeed In 2009, there was a fatal accident to an Airbus A330 (F-GZCP), operated by Air France, over the Atlantic Ocean. The investigation by the French Safety InvestigationOpen official document at PDF page 29AAIB final report: G-ONEE
Printed page label not indexed. PDF page 37.
pressed the GCS or BTS for AC Bus 1, it would not have had any effect. Cause of the unreliable airspeed The loss of AC Bus 1 and 4 resulted in the loss of heating to all four pitot-static probesOpen official document at PDF page 37AAIB final report: G-ONEE