B-738 Crash in Russia Rostov-on-Don
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Zoom
This is a zoom of the critical event.
At time 2512 V/S starts reducing from peak value of 4,000 fpm.
In the 12 secs before it had increased very significantly from 2,000 fpm to 4,000 fpm, aircraft climbed from 2,900 to 3,600.
In the same period GS had increased from 166 to 180 KT.
The event happens suddenly after a significant increase in ROC and GS.
At time 2512 V/S starts reducing from peak value of 4,000 fpm.
In the 12 secs before it had increased very significantly from 2,000 fpm to 4,000 fpm, aircraft climbed from 2,900 to 3,600.
In the same period GS had increased from 166 to 180 KT.
The event happens suddenly after a significant increase in ROC and GS.
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In the Colgan accident, they might have got away with it had they not retracted flap.
This accident could be explained by an early flap retraction, followed by a stall.
Clearly, they would normally accelerate first, but perhaps things happened in the wrong order due to a combination of tiredness, bad weather and business as they started to get on with the inevitable diversion.
I wonder if their decision to go straight back to FL80 contributed?
This accident could be explained by an early flap retraction, followed by a stall.
Clearly, they would normally accelerate first, but perhaps things happened in the wrong order due to a combination of tiredness, bad weather and business as they started to get on with the inevitable diversion.
I wonder if their decision to go straight back to FL80 contributed?
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GRND SPD ADDED FOR ALT
Imho flap retraction does not fit into this graph.
I know, GS <> IAS and Stall happens from AoA, but 30 secs before the event, they were climbing at 6,000 ft/min with 20 KTS less GS, and did not drop.
Last edited by threemiles; 25th Mar 2016 at 15:40.
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If, as others have said, the profile looks normal until flap retraction... What about some kind of asymmetry on LE or TE devices? How much of a split can develop before some sort of asymmetry protection stops movement?
...and if you think about it, as soon as they have pitched down significantly, the differential between GS and IAS is going to widen. This makes things like stalls unlikely, especially as the wings have been unloaded.
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Russian state TV claims to have obtained leaked transcript of the voice recorder which has the last words of the crew.
Video of the their analysis.
?????.Ru: ?? ????????, ????: ? ??? ?????? ?????? "??????" ?? ??????? ?? ????????
I will translate it and post it soon.
Video of the their analysis.
?????.Ru: ?? ????????, ????: ? ??? ?????? ?????? "??????" ?? ??????? ?? ????????
I will translate it and post it soon.
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https://www.rt.com/news/337128-emira...tigue-scandal/
Looks like the can of worms is finally opening for all to see.
Looks like the can of worms is finally opening for all to see.
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Very rough Google translation of spitfire's link, request fluent speaker:
Became known to the crew last word "Boeing", crashed in Rostov-on-Don. They do not reveal the whole story of what happened, but allow us to make some conclusions.
Today revision "Vesti" program has at its disposal information that leads us back to the recent disaster, "Boeing" in Rostov-on-Don. This interpretation of the last words of the crew, a minute before the collision with the ground. The document is not official, from sources in the commission of inquiry, which shifted voice recorder information to the paper. Without claiming to be the truth - it is only the investigation findings - Now we try to simulate the situation that prevailed before the disaster aboard.
Thus, Boeing-737-800 company FlyDubai in harsh weather conditions was not able to land in Rostov and the aircraft commander - 37-year-old Aristos Socratous decides to go to the second round. At this time, the autopilot operates. Time 1 hour 40 minutes 00 seconds GMT.
"We collect 50" - is care echelon of 1500 meters. Boeing raised to an angle of 15 degrees, it is normal mode. In these shots we see how the plane goes up, going beyond the view of the camera surveillance. Climb machine continues 40 seconds. Not reaching echelon commander disengages the autopilot. The reason is not yet clear. Maybe the plane hit - slang for pilots - in atmospheric scissors, it could greatly revive. But with this second, after disconnecting the autopilot, "Boeing" dives down. And these are the words of transcripts translated us into the Russian language, which sounded in the cockpit for clarity: "Do not worry, pull!". Time 1 hour 40 minutes and 40 seconds GMT.
That is, the pilots could not do anything with the aircraft, which flew nose to the ground. Version professionals such. Disabling automatic pilot tried to bring "Boeing" in horizontal flight, but at this moment in the dive mode is activated stabilizer, it is in the keel. In this mode, the elevator is no longer effective and practical does not respond to the helm of the aircraft and the pilots apparently did not realize that a sharp peak at fault stabilizer.
Why are joined at the peak of the stabilizer mode - question. He is driven by a button that pilots call "knyupel". That is, during turbulence commander going into manual mode, can accidentally catch the knyupel, and did not notice, as complained before on chronic fatigue. Otherwise - it is any more unprecedented automation surprise.
The last six seconds in the cockpit, according to our source, is heard a....scream. We did not play it. Plane crashes with an acceleration in the land of 1 hour 41 minutes and 00 seconds GMT. Killing all 62 people. Once again, the official conclusions about the causes of the disaster can only be made on the results of the investigation.
Became known to the crew last word "Boeing", crashed in Rostov-on-Don. They do not reveal the whole story of what happened, but allow us to make some conclusions.
Today revision "Vesti" program has at its disposal information that leads us back to the recent disaster, "Boeing" in Rostov-on-Don. This interpretation of the last words of the crew, a minute before the collision with the ground. The document is not official, from sources in the commission of inquiry, which shifted voice recorder information to the paper. Without claiming to be the truth - it is only the investigation findings - Now we try to simulate the situation that prevailed before the disaster aboard.
Thus, Boeing-737-800 company FlyDubai in harsh weather conditions was not able to land in Rostov and the aircraft commander - 37-year-old Aristos Socratous decides to go to the second round. At this time, the autopilot operates. Time 1 hour 40 minutes 00 seconds GMT.
"We collect 50" - is care echelon of 1500 meters. Boeing raised to an angle of 15 degrees, it is normal mode. In these shots we see how the plane goes up, going beyond the view of the camera surveillance. Climb machine continues 40 seconds. Not reaching echelon commander disengages the autopilot. The reason is not yet clear. Maybe the plane hit - slang for pilots - in atmospheric scissors, it could greatly revive. But with this second, after disconnecting the autopilot, "Boeing" dives down. And these are the words of transcripts translated us into the Russian language, which sounded in the cockpit for clarity: "Do not worry, pull!". Time 1 hour 40 minutes and 40 seconds GMT.
That is, the pilots could not do anything with the aircraft, which flew nose to the ground. Version professionals such. Disabling automatic pilot tried to bring "Boeing" in horizontal flight, but at this moment in the dive mode is activated stabilizer, it is in the keel. In this mode, the elevator is no longer effective and practical does not respond to the helm of the aircraft and the pilots apparently did not realize that a sharp peak at fault stabilizer.
Why are joined at the peak of the stabilizer mode - question. He is driven by a button that pilots call "knyupel". That is, during turbulence commander going into manual mode, can accidentally catch the knyupel, and did not notice, as complained before on chronic fatigue. Otherwise - it is any more unprecedented automation surprise.
The last six seconds in the cockpit, according to our source, is heard a....scream. We did not play it. Plane crashes with an acceleration in the land of 1 hour 41 minutes and 00 seconds GMT. Killing all 62 people. Once again, the official conclusions about the causes of the disaster can only be made on the results of the investigation.
Last edited by Leightman 957; 25th Mar 2016 at 20:38.