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.
All Fubai’d up.
I recommend avoiding any airline with the syllable “bye” in its name.
Or maybe all the employees are 'bi'.
It almost has to be one of the pilots very forcefully pushing the nose down. The 737-800 autopilot won’t do such a drastic maneuver.
No mention of the religious affiliations of the flight crew?
The commander was a Cyprus national.
Hard Nose down is an anti-stall maneuver if wings departing flight. Might have been overreaction to stall horn?
The autopilot was off; I’m not a specialist, but it looks like the crew’s error. The Russian authorities has ordered all the Russian pilots flying Boeings to take up a training course simulating the scenario.
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.
...
That doesn’t make any sense. If there was a loss of airspeed, wind shear, stall, or any other problem they would have mentioned it as they did earlier in the article. As it is, it looks like another pilot suicide.
Airspeed seems a little fast to me to be a stall reaction.
And, don't fly in planes piloted by anyone named,
Bim Bam Ow,
Wat Ti Fuq,
Wi Tu Lo,
Sum Ting Wong
You can bet your bottom ruble that Vlad Putin’s boys will release a report blaming Bush,Romney,Trump and the CIA.
The captain's name: Aristos Sokratous
The junior pilot: Alejandro Alava
FlyDubai is an Emirates based low-cost airline, founded in 2009.
Vlad’s boys like Trump. And until recently the plane [a Boeing] has been reported as in order. Several planes landed, ans several diverted to other airports while the FlyDubai was circling around the airfield, waiting for the weather.
At some point the local press speculated the pilots had an argument on what to do.
The crew were probably Christians (a Cyprus greek and a Spaniard), the airline owners - Muslims.
There is no “stall horn” on a B737. Stick shaker to warn of a stall and stick pusher to reduce angle of attack.
Here’s an article mentioning the possibility of an argument:
http://www.reuters.com/article/us-russia-crash-idUSKCN0X50W7
*** Unnamed sources have told Russian newspapers that an initial read-out of the plane’s flight recorders had suggested the two pilots argued about the right course of action to take in the minutes before the crash. ***
And they were all smokin’ “doobs”.
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