Gå til innhold

B737 crash i Argentina august


Øystein Eker

Anbefalte innlegg

B737 som havnet på en golfbane etter T/O den 31 aug.

Flap var tydeligvis ikke satt ut til TO pos. Takeoff warning sto på i 35 sekunder under T/O.

Takeoff warning er et horn som kommer på når throttlene er i T/O power og flyet ikke er konfigurert for T/O..flap,speedbrake..osv

Artikkel fra Seattle Times. Reportere her har god kontakt med Boeingfabrikken.

....................

Pilot error suspected in crash of 737 in Argentina

by Chuck Taylor

Seattle Times aerospace reporter

Retracted wing flaps that should have been deployed for takeoff have emerged as the suspected cause of the crash of a Lineas Aereas Privadas Argentinas (LAPA) Boeing 737 in Buenos Aires on Aug. 31.

On Tuesday, Argentine officials announced a preliminary finding of pilot error, according to The Associated Press. The authorities cited the sound of an alarm on the cockpit voice-recorder tape, which they said the crew ignored during takeoff at Jorge Newbery Airport.

The alarm was that of the Takeoff Warning System, which sounds when certain control surfaces are not set properly.

The preliminary ruling was issued by an Argentine Air Force board. A federal judge is overseeing the investigation.

The U.S. National Transportation Safety Board (NTSB), Boeing and engine manufacturer Pratt & Whitney contributed to the investigation but are no longer active in it.

Not clear where blame rests

 

The 737-204C, built by Boeing in 1970 and leased by LAPA, barely became airborne, if at all, before skidding off the short runway and across a busy roadway and bursting into flames. Seventy-two people were killed, including the pilots.

 

It was not clear if the crew failed to extend the flaps or if there could have been a mechanical failure, but the Argentine authorities said the pilots should not have continued the takeoff after hearing the warning horn, which sounded for 35 seconds before the crash, according to the cockpit voice recorder. "Obviously, the pilots did not do the right things," said Argentine Air Force Gen. Horacio Viola.

 

Wing flaps didn't extend

 

Proper takeoff settings include partial extension of the flaps on the trailing edges of the wings, extension of leading-edge slats, adjustment of the horizontal stabilizer for takeoff and the disabling of "speed brakes," which are panels that flip up from the top of the wings to slow a plane during descent or after landing.

Inspection of the wreckage reportedly revealed that the 737-204C's wing flaps were not extended. Flaps and slats increase the curvature of the wings, providing more lift at slow speeds during takeoff and landing.

Also, the engine thrust reversers, which deflect thrust to the side after landing to slow the plane, reportedly were deployed. While that would be a major impediment to takeoff had they malfunctioned, it also is consistent with a crew desperately trying to slow the plane, having failed to get it airborne.

Engine failure ruled out

 

U.S. aviation sources familiar with the crash investigation, forbidden by federal rules to discuss it, did not dispute the preliminary findings and other information emerging in press accounts.

Emphasizing once again the potential unreliability of early eyewitness reports, engine failure apparently has been ruled out.

Surviving passengers have said the flight was delayed by engine maintenance, and several described a fire or explosion in the left engine during takeoff.

But Mark Sullivan, a spokesman for Pratt & Whitney, yesterday said the company's investigator on the scene "found no evidence of a mechanical failure" involving the JT8D-9A engines.

Moreover, the plane skidded off the runway in a fairly straight line. Had one of the two wing-mounted engines failed, creating asymmetrical thrust, the plane likely would have careened off the end of the runway at a slight angle.

The NTSB declined to comment on the crash. Standards and practices agreed to by members of the International Civil Aviation Organization forbid countries contributing to a crash investigation from releasing information.

Disclosure of preliminary and final findings is reserved for the investigative authorities where the crash occurred. Practices vary widely around the world. In some countries, information is almost never released. In others, conclusions are announced with unusual swiftness, as was the case in Buenos Aires.

Chuck Taylor's phone-message number is 206-464-2465.

 

Lenke til kommentar
Del på andre sider

Du kan jo laste ned en *.wav fil som er hentet fra cocpit voice recorder. Du hører at pilotene snakker, at flyet gir gass og så at take-off warning horn begynner å ule.

Du hører faktisk at pilotene snakker sammen og kapteinen sier, what the hell? Normal prosedyre for en slik situasjon er å avbryte take-off med en gang.

Det er uten tvil pilot feil for du hører videre at de sier V1, V2 Rotate og så hører du krasjet.

Last ned fra: http://www.airdisaster.com"'>http://www.airdisaster.com" TARGET=_blank>http://www.airdisaster.com

For direkte nedlasting: http://www.airdisaster.com/cvr/cvrwav.html"'>http://www.airdisaster.com/cvr/cvrwav.html" TARGET=_blank>http://www.airdisaster.com/cvr/cvrwav.html

Ganske ekkelt å tenke på at når du hører krasjlyden så døde 80 mennesker [image]http://www.flightsim.no/ubb/images/icons/frown.gif[/image]

mvh,

Håkon

-ENBR/BGO-

Lenke til kommentar
Del på andre sider

Bli med i diskusjonen!

Du kan poste innlegg nå og registrere deg senere. Hvis du har en brukerkonto kan du logge inn nå for å poste med din egen konto.

Gjest
Skriv svar til emnet …

×   Du har limt inn tekst med formatering.   Fjern formatering

  Only 75 emoji are allowed.

×   Lenken din har blitt bygget inn på siden automatisk.   Vis som en ordinær lenke i stedet

×   Tidligere innhold har blitt gjenopprettet.   Clear editor

×   You cannot paste images directly. Upload or insert images from URL.

×
×
  • Opprett ny...