737-500 missing in Indonesia
alf5071h
No I don't. I'm merely pointing out that after a flight with extraordinary events, it was not reported, not written up, with only some vague entries in the maintenance log, which were then improperly acted upon. I did not in any way blame the second crew, but the whole thing would have been preventable with a proper post-flight follow up and the aircraft rendered u/s. This does not absolve Boeing/FAA from the primary blame, but it is no coincidence either that it was the two airlines in question which brought the issue to the surface.
No I don't. I'm merely pointing out that after a flight with extraordinary events, it was not reported, not written up, with only some vague entries in the maintenance log, which were then improperly acted upon. I did not in any way blame the second crew, but the whole thing would have been preventable with a proper post-flight follow up and the aircraft rendered u/s. This does not absolve Boeing/FAA from the primary blame, but it is no coincidence either that it was the two airlines in question which brought the issue to the surface.
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A Sad day again - this ASN on PK-CLC , this report is updated regularly
This ASN report on PK-CLC :
Type:
Boeing 737-524 (WL) . Operator: Sriwijaya Air , is updated regularly https://aviation-safety.net/database...?id=20210109-0
Type:
Boeing 737-524 (WL) . Operator: Sriwijaya Air , is updated regularly https://aviation-safety.net/database...?id=20210109-0
Last edited by TheFrenchConnection; 10th Jan 2021 at 21:05. Reason: update
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Uplinker
Rudder hard-over?
The graph by DaveReid suggests a 40,000 ft/min descent, which suggests almost vertical.
Some old aircraft were still running with the simple hydraulic pressure-reducer mod well into the 2010s.
Rudder hard-over?
The graph by DaveReid suggests a 40,000 ft/min descent, which suggests almost vertical.
Some old aircraft were still running with the simple hydraulic pressure-reducer mod well into the 2010s.
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I am not a great fan of social media and Boeing is not obliged to comment at this stage.
However when they do I'll be interested to see whether they demonstrate a return to openness, humility even.
However when they do I'll be interested to see whether they demonstrate a return to openness, humility even.
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derjodel
Yes. Gulf Air A320 in Bahrain on the go-around. Afriqiyah A330 in Tripoli on the go-around. Both high speed impacts due to humans being human, even if not true “nose-dives”.
Also, I’d say Germanwings was more than ‘supposedly’ suicide! The guy didn’t get confused and do it by accident.
Yes. Gulf Air A320 in Bahrain on the go-around. Afriqiyah A330 in Tripoli on the go-around. Both high speed impacts due to humans being human, even if not true “nose-dives”.
Also, I’d say Germanwings was more than ‘supposedly’ suicide! The guy didn’t get confused and do it by accident.
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It lost 10,650 feet in lass than 25 seconds. That is the time in which any stone would have dropped into the water from that height. Ergo it was not gliding down even if there was total engine failure. It seems pointed nose down.
Ergo debris in small area; only on impact
Ergo debris in small area; only on impact
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RUDDER?
Were not the previous rudder run-away events compounded by slow aircraft speed?
I'm waiting to see what debris is found andwhere, relative to the control surfaces on the aircraft.
I don't like waiting for black box finding and decoding before issuing some pertinent updates to other operators
Were not the previous rudder run-away events compounded by slow aircraft speed?
I'm waiting to see what debris is found andwhere, relative to the control surfaces on the aircraft.
I don't like waiting for black box finding and decoding before issuing some pertinent updates to other operators
Correct. The rudder hardover theory was a low speed event. In the operational aftermath the concept of crossover speed was introduced. Above that relatively low speed lateral control was possible. Denied by Boeing to this day but very unlikely in this case anyway. Sorry for those affected. Indonesian airlines are a constant safety concern.
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In both these incidents having the two sticks physically connected together could have prevented both of these.
Out of interest can you point to any actual documented saves due to connected sticks after dive or stall LOC due to disorientation?
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According to data from zoom.earth there were actually CBs in the area. The crosshair in the picture below is an aproximate position of the plane when it was at FL100. There is a chance that the plane was hit by lightning which led to autopilot disconnection and also temporary blindess to pilots could have made the airplane uncontrolable.
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Wx situation at takeoff
Indeed, there was nothing going on at the time in the area of interest
Satellite image Jakarta area
The storm and lightning activity was to the west of the flight track.
Lightning activity in the hour before takeoff
Also 5 minutes later the acitivity was just west of the airplane
Lighnting strikes 6.45 UTC to 7.45 UTC
Satellite image Jakarta area
The storm and lightning activity was to the west of the flight track.
Lightning activity in the hour before takeoff
Also 5 minutes later the acitivity was just west of the airplane
Lighnting strikes 6.45 UTC to 7.45 UTC
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https://www.flightradar24.com/blog/c...ajor-incident/
Watch out for dodgy timestamps and latency issues.
Watch out for dodgy timestamps and latency issues.
Besides, this was an old, largely analog aircraft - it wouldn't have real time data monitoring of aircraft condition that might provide any insight into what happened (e.g. the probe icing that was reported on AF 447). So it's unlikely anyone knows any more than what's currently being discussed on this thread. That won't change until the data recorders are recovered and the data downloaded. I just hope the data recorders were functioning properly - they often don't on old aircraft, and they are not a maintenance priority.
