曝光台 注意防骗
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Phase 2: flight at low speed
The approach controller asked the crew to reduce speed to 180 kt and to descend to FL 80
then to FL 60.
From 15 h 38 min 03 s and for about forty seconds, the pilot from New Zealand described the
actions to take to perform a check at low speed planned in the programme.
At around 15 h 40 min, the approach controller asked the crew to turn right on heading 190
and to maintain 180 kt. The airplane speed was 215 kt. About one minute later, the approach
controller cleared the crew to the LANET ILS approach for runway 33 and to descend
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towards 5,000 ft altitude. At the request of the crew, the approach controller repeated the
message. While the co-pilot was reading back, the Captain indicated to the New Zealand
pilot that the low speed flight should probably be made later or during the flight towards
Frankfurt. He even considered not performing it.
At 15 h 42 min 14 s, the approach controller asked for the speed of the airplane. The co-pilot
answered that the speed was falling then at 15 h 42 min 25 s that it was 180 kt. The
approach controller then asked them to maintain 180 kt and to descend to 2,000 ft. The slat
and flap controls lever was put in position 2.
At 15 h 42 min 46 s, the Captain stated that the approach was not included in the database.
Thirty-six seconds later, the co-pilot carried out the approach briefing.
At 15 h 43 min 37 s, the Captain announced that he was passing under the cloud layer. He
disengaged the autopilot and asked the New Zealand pilot what he wanted. The latter
answered that it was necessary to go slowly and described to him the necessary actions to
activate the alpha floor protection. During these exchanges, the Captain called for gear
extension and put the thrust levers in the IDLE position.
At the same time, the approach controller asked the crew its intentions twice. The Co-pilot
answered that they wanted to make a go-around and continue towards Frankfurt.
Phase 3: the loss of control
At 15 h 44 min 30 s, the Captain stabilised the airplane at an altitude of 3,000 ft. The airplane
was in landing configuration (FULL). In thirty-five seconds, the speed went from 136 to 99 kt
and the horizontal stabilizer went to the pitch-up stop. The stall warning sounded. The pitch
angle was then slightly below 19 degrees. The thrust levers were advanced towards the
TO/GA position in the following second. While the thrust on the engines increased in a
symmetrical manner, the speed continued to drop to 92.5 kt, then began to increase. The
airplane started to roll slightly to the left, then to the right. The Captain countered these
movements.
At 15 h 45 min 15 s, the flight control laws changed to “direct” law. The bank angle was 50
degrees to the right.
At 15 h 45 min 19 s, the stall warning stopped. The bank angle was 40 degrees to the left.
One second later, the pitch angle was 7 degrees, the wings were close to horizontal and the
speed was 138 kt. The airplane’s pitch and altitude then began to increase. During this climb,
the stall warning sounded a second time. The crew retracted the landing gear and the flight
control law in pitch changed to « alternate ».
At 15 h 45 min 44 s the maximum recorded values were: pitch 57 degrees, altitude 3,800 ft.
The speed was below 40 kt.
At 15 h 45 min 47 s the stall warning stopped. It sounded again five seconds later. From 15 h
45 min 55 s, the airplane banked to the right up to 97 degrees and its pitch reached 42
degrees nose-down.
At 15 h 45 min 58 s, the slat and flap controls selector was placed in position 1, then 0 two
seconds later. The Captain made inputs on the flight controls and the thrust levers.
At 15 h 46 min 00 s, the stall warning stopped.
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At 15 h 46 min 06.8 s, the last recorded values were a pitch of 14° nose down, a bank angle
of 15° to the right, a speed of 263 kt and an altitude of 340 ft. Less than a second later, the
airplane crashed into the sea.
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1.2 Injuries to Persons
Injuries Crew members Passengers Others
Fatal 2 5 0
Serious 0 0 0
Slight/None 0 0 0
1.3 Damage to Airplane
The airplane was completely destroyed on impact with the surface of the sea.
1.4 Other Damage
None.
1.5 Personnel Information
1.5.1 Flight crew
1.5.1.1 Captain
Male, aged 51.
Air Transport Pilot License ATPL (A) n°3311003773 issued by the Federal Republic of
Germany on 24 August 1987 in accordance with the requirements of JAR-FCL1.
Date first employed by airline: February 2006.
Type rating on A318/A319/A320/A321 valid until 5 March 2009.
Type rating Examiner authorisation for A318/A319/A320/A321 (TRE) n°D-196 issued on
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