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AF447 pilot: 'Damn it, we're going to crash'
New extracts from the cockpit voice recorder reveal that three seconds before impact, one of the crew exclaimed: "Damn it, we're going to crash, this can't be true!" (www.cnn.com) Más...Sort type: [Top] [Newest]
push yoke forward. push throttles forward. There. That was easy.
Yes, exactly what I would do with an overspeed indication. Not saying that's what AF had.
exactly
and yet it wasn't done... so obviously it isn't "that easy" after all. There was a book I read a while back, I think it was called "the black box" and it showed the transcripts of a few dozen crashes. In some cases the instrumentation and warnings are so overwhelming with conflicting information. Obviously lower the nose and add power is the right answer, but its easy to armchair quarterback.
there was one year alone that clear cellophane nape on the static ports crashed two 757's. They had overspeed and stall warnings at the same time. Their airspeed obviously was not accurate, and all because the aircraft waxers or painters ran out of masking tape which would have been clearly visible. Both happened in IFR night conditions I believe - But THAT is what this thread is really all about - automation, good or bad.
I wonder if there was an overspeed warning that confused the crew
there was one year alone that clear cellophane nape on the static ports crashed two 757's. They had overspeed and stall warnings at the same time. Their airspeed obviously was not accurate, and all because the aircraft waxers or painters ran out of masking tape which would have been clearly visible. Both happened in IFR night conditions I believe - But THAT is what this thread is really all about - automation, good or bad.
I wonder if there was an overspeed warning that confused the crew
I am an avionics tech for a U.S. regional that operates CRJ 200 aircraft. And I am here to tell you that when probe heat is on high, it is enough to send an aircraft technician to the airport clinic with serious burns on his hand after touching one of the probes inadvertently for only a fraction of a second.
With that kind of de-icing power, it is hard for me to understand how the pitot probes could have iced, even in the worst imaginable icing conditions.
With that kind of de-icing power, it is hard for me to understand how the pitot probes could have iced, even in the worst imaginable icing conditions.
They were in a storm, maybe they got hit by lightning or popped the circuit breaker. Maybe the pitot system was intact and uneffected? I can't wait to see more info from the FDR as to what was really going on there. These crashes keep me up at night sometimes - especially with something like this, its so simple, how can this happen? How could they have pulled up in a stall. What were they seeing on the instruments. But the captain knew immediately what to do - so it really just points the finger at inexperience.
Yea, sounds crazy doesn't it?
Here's your reference (from May 30, 2011 Aviation Week & Space Technology).
...At about the same time, the recorded speeds became invalid (which happens when speed is below 30 kt.) and the stall warning stopped. The aircraft was at an altitude of 35,000 ft. and the angle of attack exceeded 40 degrees with the aircraft falling by around 10,000 ft/min. The engines’ N1 was close to 100%.
At 2 hr. 12:02 min., the pilot flying said, “I don’t have any more indications.” Around 15 sec. later, the pilot flying made pitch down inputs and the angle of attack decreased, the speeds became valid and stall warning sounded, but no recovery took place.
and the link:
http://www.aviationweek.com/aw/generic/story.jsp?channel=comm&id=news/awx/2011/05/27/awx_05_27_2011_p0-328783.xml&headline=null&next=10
My dad & I are both serious pilots and read this journal cover-to-cover.
Here's your reference (from May 30, 2011 Aviation Week & Space Technology).
...At about the same time, the recorded speeds became invalid (which happens when speed is below 30 kt.) and the stall warning stopped. The aircraft was at an altitude of 35,000 ft. and the angle of attack exceeded 40 degrees with the aircraft falling by around 10,000 ft/min. The engines’ N1 was close to 100%.
At 2 hr. 12:02 min., the pilot flying said, “I don’t have any more indications.” Around 15 sec. later, the pilot flying made pitch down inputs and the angle of attack decreased, the speeds became valid and stall warning sounded, but no recovery took place.
and the link:
http://www.aviationweek.com/aw/generic/story.jsp?channel=comm&id=news/awx/2011/05/27/awx_05_27_2011_p0-328783.xml&headline=null&next=10
My dad & I are both serious pilots and read this journal cover-to-cover.