Posted on 04/08/2016 3:04:30 AM PDT by Freelance Warrior
The Interstate Aviation Committee is providing upgrade on the progress of the investigation of the accident involving a Boeing 737-800 registered A6-FDN operated by FlyDubai.
The investigative team has completed the two dimensional aircraft mockup and selected assemblies and units to be examined in order to check the longitudinal control system operability. The selected units have been delivered to the Interstate Aviation Committee, wherein their condition is assessed along with examination capabilities. The organizations to conduct pertinent examinations as well as their scope and terms are being determined.
During the on-site operations reports of the Weather, Wreckage, Air Traffic Control, Avionics, Powerplants, Structures and Systems investigative groups were prepared and reviewed.
The weather information examination has revealed that the actual weather at Rostov-on-Don Airport at the time of the accident was consistent with the weather forecast. The weather measuring equipment used for weather observations at Rostov-on-Don Airport was calibrated, operable and functional. The weather information service provided to the FlyDubai Boeing 737-800 registered A6-FDN conducting Flight FDB981 Dubai - Rostov-on-Don - Dubai that crashed while landing at Rostov-on-Don Airport was in compliance with the applicable regulations and manuals.
A preliminary flight data analysis has revealed that the crew was approaching to land manually (autopilot disconnected) in difficult weather conditions (cloud base 630 meters, wind 230 degrees 13 meters per second maximum 18 meters per second, light shower rain, mist, severe turbulence on straight-on and moderate windshear).
In the course of the initial approach at 22:42 UTC at a height of 340 meters, after getting a windshear (abrupt change in wind speed and direction) alert, the crew decided to go around and then continued on holding pattern waiting for improved weather conditions.
As the crew were proceeding with another manual approach, they decided to go around again at a height of 220 meters (4 km before the runway) and initiated climb setting the engine to takeoff thrust. At a height of 900 m there was a simultaneous control column nose down input and stabilizer 5-degree nose down deflection, resulting in abrupt descent with negative vertical acceleration of -1g. The following crew actions to recover did not allow to avoid an impact with the ground. The impact occurred with a speed of over 600 km/h over 50 degrees nose down.
Currently works are underway at the IAC facilities to reproduce the circumstances of the accident. Both airline pilots and test-pilots from the Russian Federation, the USA and the UAE have been engaged in the investigation to assess the status and actions of the crew. According to the available information the involved pilots were holding valid pilot licenses and other pertinent papers, had undergone required training and had sufficient flight experience.
Right now the transcript of two hours of cockpit voice recorder data is being completed. The investigative team is planning to engage investigators from the UAE, the USA and Spain to proceed at the IAC laboratory with clarifying the content of the CVR transcript, translating it from English and Spanish and identifying the speakers.
Doob smokin’ bi’s
Probably not the best choice for a flight crew.
I stand corrected. Never flew a bus/semi truck myself.
VSO is 146 KIAS (online search) but could switch fast in shifty downdraft/microburst. Probably just driver error. Was only 35 in my cessna 152 (aluminum kite with 1949’s era Lycoming engine)
I agree, way to much penetration for a stall.
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