Re: Авиационные происшествия
Додано: 11 березня 2019, 00:13
Цікаво як завтра котування акцій боїнга будуть. Це дасть відповіді на багато питань.
Авиационный форум: авиакомпании, авиабилеты, лоу-кост, отзывы о полетах, маршруты, как купить билет
https://www.avianews.com/forum/
flydubai заявили, что уверены в своих Boeing 737 max и продолжают полеты.Авиакомпания МАУ выражает глубокие соболезнования родным и близким погибших в авиакатастрофе в Эфиопии пассажиров и экипажа рейса ET302. Мы искренне надеемся на то, что причины трагедии будут установлены в ближайшие сроки. МАУ внимательно следит за ходом расследования и находится в постоянном диалоге с производителем авиатехники.
Тому й кажу - закріпитися в ранзі найкращих. Ефіопи лише останніх пару років найкращі в Африці, а до того досить довго SAA утримували це звання.shushuair писав: ↑11 березня 2019, 12:30 Эфиопы вообще первые, вторые South African Airways.
https://www.worldairlineawards.com/best ... by-region/
Я почему-то думал, что они на вершине очень давно, сорри.el ucranio писав: ↑11 березня 2019, 12:40 Тому й кажу - закріпитися в ранзі найкращих. Ефіопи лише останніх пару років найкращі в Африці, а до того досить довго SAA утримували це звання.
Victor H писав: ↑11 березня 2019, 06:23 Я би ще зауважив, що в обох випадках авіакатастрофи сталися з компаніями, які мали проблеми з безпекою в минулому. Lion Air взагалі сумнозвісна в цьому плані, а у ефіопів була велика катастрофа в 2010 через людський фактор і штук 10 спроб угону за останні 30 років.
- On 28 October 2018, a Boeing 737-8 (MAX) aircraft registered PK-LQP was operated as a scheduled passenger flight from Denpasar to Jakarta. Prior to the flight, the Angle of Attack (AoA) sensor had been replaced and tested.
- The DFDR showed the stick shaker activated during the rotation and remained active throughout the flight. About 400 feet, the PIC noticed on the Primary Flight Display (PFD) that the IAS DISAGREE warning appeared.
- The PIC cross checked both PFDs with the standby instrument and determined that the left PFD had the problem. The flight was handled by the SIC.
- The PIC noticed that as soon the SIC stopped trim input, the aircraft was automatically trimming aircraft nose down (AND). After three automatic AND trim occurrences, the SIC commented that the control column was too heavy to hold back. The PIC moved the STAB TRIM switches to CUT OUT.
- The pilot performed three Non-Normal Checklists (NNCs) consisting of Airspeed Unreliable, ALT DISAGREE, and Runaway Stabilizer. None of the NNCs performed contained the instruction “Plan to land at the nearest suitable airport”.
- After parking in Jakarta, the PIC informed the engineer about the aircraft problem and entered IAS (Indicated Air Speed) and ALT (altitude) Disagree and FEEL DIFF PRESS (Feel Differential Pressure) light problem on the Aircraft Flight Maintenance Log (AFML).
- The PIC also reported the flight condition through the electronic reporting system of the company A-SHOR.
- The engineer performed flushing the left Pitot Air Data Module (ADM) and static ADM to rectify the IAS and ALT disagree followed by operation test on ground and found satisfied. The Feel Differential Pressure was rectified by performed cleaned electrical connector plug of elevator feel computer. The test on ground found the problem had been solved.
At 2320 UTC, (0620 on 29 October 2018 LT), the aircraft departed from Jakarta with intended destination of Pangkal Pinang. The DFDR recorded a difference between left and right AoA of about 20° and continued until the end of recording. During rotation the left control column stick shaker activated and continued for most of the flight.
During the flight the SIC asked the controller to confirm the altitude of the aircraft and later also asked the speed as shown on the controller radar display. The SIC reported experienced „flight control problem‟.
After the flaps retracted, the DFDR recorded automatic AND trim active followed by flight crew commanded ANU trim. The automatic AND trim stopped when the flaps extended. When the flaps retracted to 0, the automatic AND trim and flight crew commanded ANU trim began again and continued for the remainder of the flight. At 23:31:54 UTC, the DFDR stopped recording.
Until the publishing of this Preliminary Report, the CVR has not been recovered, the search for CVR is continuing. The investigation will perform several tests including the test of the AoA sensor and the aircraft simulator exercises in the Boeing engineering simulator. The investigation has received the QAR data for flight for analysis.