Nông cơ mới về Ford 6600, Iseki 2510 và Shibaura SD3000. Ae quan tâm LH 0918.152.958


นอกจากการดูบทความนี้แล้ว คุณยังสามารถดูข้อมูลที่เป็นประโยชน์อื่นๆ อีกมากมายที่เราให้ไว้ที่นี่: ดูความรู้เพิ่มเติมที่นี่

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Nông cơ mới về Ford 6600, Iseki 2510 và Shibaura SD3000. Ae quan tâm LH 0918.152.958

3107-2 – Sau Này Liệu Chúng Ta – Sợ Lắm 2 ft. Hẹn Yêu – Mix Freak D Mashup Lofi Sad Cực Chill – P2


PII MUSIC: 3107 2 Sau Này Liệu Chúng Ta Gặp Nhau Vẫn Sẽ Mỉm Cười Chúng Ta Sau Này Sợ Lắm 2 ft. Hẹn Yêu Mix Freak D Mashup Lofi Sad Cực Chill

📝 TRACKLIST:
00:00 31072 lofi version DuongG x Nâu x W/n
04:08 Chúng Ta Say Này lofi version T.R.I
06:50 Nợ Ai Đó Lời Xin Lỗi lofi version Bozitt
12:13 Chắc Ai Đó Sẽ Về lofi version Sơn Tùng MTP NB3 Hoài Bảo cover
17:08 Chẳng Ai Yêu Mãi Một Người lofi version NB3 Hoài Bảo
22:05 Chỉ Muốn Bên Em Lúc Này lofi version Huy Vạc
26:23 Đánh Mất Em lofi version Quang Đăng Trần
30:37 Nàng Thơ lofi version Hoàng Dũng
33:58 Chỉ Vì Quá Thương Em lofi version Hải Nam
39:07 Bỏ Lỡ Nhau Rồi lofi version Hải Nam

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3107-2 - Sau Này Liệu Chúng Ta - Sợ Lắm 2 ft. Hẹn Yêu - Mix Freak D Mashup Lofi Sad Cực Chill - P2

Màn bắn rap nhanh nhất Việt Nam, 170 từ trong 20 giây


Đạt Maniac xác lập kỷ lục tốc độ mới khi rap bài ‘Côn đồ trên con đò’ với 176 từ trong 20 giây, vượt qua kỷ lục rap của rapper lừng danh thế giới Eminem

Màn bắn rap nhanh nhất Việt Nam, 170 từ trong 20 giây

Clip test Phillips 9710 độ thêm bass 25 Eminence Deltalite 2510


Anh Khiêm chơi Phillips 9710 toàn dải 1 thời gian và muốn độ thêm phần bass để nghe giao hưởng và shop tư vấn ghép thêm Deltalite 2510 dòng bass từ Neo cao cấp của Eminence.

Clip test Phillips 9710 độ thêm bass 25 Eminence Deltalite 2510

The Plane That Saved Its Pilots | Air France Flight 2510


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A320 Image: https://www.flickr.com/people/97026642@N00
Angle Of Attack Image: https://en.wikipedia.org/wiki/User:J_Doug_McLean

This is the story of Air France flight 2510. Accidents happen when tons of things go wrong. In most cases you just need one thing to go right in a sea of wrong for things to end on a happy note. That is exactly what happened on the 28th of march 2012. On that day an air france airbus a320 was making the flight from paris france to hamburg germany with uh we don’t know how many people on board, information is scarce. As the plane approached Hamburg, the airport was changing things up. Until that point planes used runway 33 for both landings and takeoffs and but now runway 23 was the runway for landings and runway 33 was the runway for takeoffs. This was to account for a cross wind. You always want to land into the wind as that makes things a lot easier.
This meant some extra work for the crew of flight. They had set up an approach onto runway 33 but now they had to reprogram the computers for the ILS approach to runway 23. But thats not too hard, soon they were lining up with the runway, their plane had latched onto the localizer of runway 33 and they were number 2 to land. The day was windy, the pilots decided to go for a flap three landing instead of a full flap landing. That just meant that they wouldn’t fully extend the flaps during the approach.
9 nm from the runway their glideslope is alive and the pilots verify that they are where they are supposed to be using the DME beacon ALF. As all of this happened an air berlin 737 that had landed earlier was taxing around on the ground on its way to the terminal but it had to hold short of runway 23 on taxiway delta because flight 2510 was just about to land.
In the cockpit of the A320 a small diamond moved to indicate that the plane was below the glideslope but unknown to the crew the plane was actually above the glideslope. In the next 30 seconds this reading changed, the instruments now told the pilots that they were above the glideslope. The captain in response pulled power back and started descending at about 2900 feet per minute to get back on the correct glidepath. Satisfied with their efforts the pilots stabilized the plane and extended the gears. Suddenly their instruments tell them that they’re very low and nowhere near the glide path. The first officer suggests a go around, it was no use salvaging this approach. The captain agreed . The captain pitches the plane up to carry out the go around, hes rudely interrupted by his plane, it was saying “speed speed speed” warning him to pay attention to his speed. It was now at 143 knots. The throttles were advanced to the MCT to the minimum continuous thrust, but that wasn’t enough. The plane’s speed kept decaying. Soon the plane was at 121 knots which is dangerously low. This was serious. Suddenly the engines roared to life pushing the plane’s speed up and by extension out of danger. The pilots had to pitch the plane down a bit to keep the plane under control. The go around after that went flawlessly they got up to 4000 feet and then stabilized their airplane and then made a safe approach onto runway 33. The unknown number of people onboard made it off without a scratch and probably were unaware of how close they came to disaster.
To understand what happened here we must first look at the go around itself and figure out what happened there. The pilots were approaching the runway and suddenly the plane showed that they were dangerously below the glideslope. This prompted the first officer to suggest a go around. At this point the captain agrees with the first officers assessment, it wouldn’t be safe and he pulls back on the stick for a go around. But he doesn’t do o

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The Plane That Saved Its Pilots | Air France Flight 2510

นอกจากการดูหัวข้อนี้แล้ว คุณยังสามารถเข้าถึงบทวิจารณ์ดีๆ อื่นๆ อีกมากมายได้ที่นี่: ดูวิธีอื่นๆTips

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