曝光台 注意防骗
网曝天猫店富美金盛家居专营店坑蒙拐骗欺诈消费者
deformation and traces of the effects of high temperature. The shock-strut piston
was beside it, separated from the strut frame. The wheels were attached to the
axle, and the tires were almost completely burned off.
Part of the fuselage from bulkhead 39 to bulkhead 63 had significant fire
damage. The cabin floor covering and the upper and left sections of the fuselage
were destroyed by the fire. The skin of the right cabin above the construction
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INTERGOVERNMENTAL AVIATION COMMITTEE
45
line of the fuselage was cut off during emergency rescue work. The right
(above-wing) emergency door was in the open position.
The main gear legs were separated from the center wing section, and were
located to the left of the center wing section, have significant damage and traces
of the effects of heat.
The wheels were attached to the axles, but the tires were damaged by the
fire and were deflated.
The brakes were attached to the axles of the landing gear bogie and were
not destroyed.
The left half wing was located separately from the fuselage, was lying on
the roof of a garage perpendicular to the center wing section. There was damage
from the pylon to the wingtip. The root had melted. The flaps and slats were at
full down. The spoilers were at full up. The inner screw starter of the inner flap
was separated from the wing and was lying nearby under the wing. There was
damage on the forward edge of the tail section of the wing, as well as the second
and third segments of the slats as a result of the collision with the barriers.
The right slat was attached to the center wing section and was lying on a
garage roof. There were traces of explosion on the midsection of the wing. The
flaps were at full down. The midsection of the flap was damaged during the fire.
The spoilers were at full up. A large part of the slat cannot be found on site as a
result of the explosion and fire in this part of the wing. The remaining part was
at full down and was partially damaged by the fire. The wingtip was separated
from the wing and was on the ground.
Engine no. 1 was attached to the wing. The midsection of the engine was
damaged during the collision with the barrier. 37 of the 38 fan blades exhibited
transverse airfoil fractures inboard of their mid-span shrouds. The blade
fragments that remained in the fan hub were bent and exhibited leading edge
damage consistent with hard object impact. Fan cowl flaps were missing.
Reverser doors were ripped off the engine and were lying five meters behind the
engine. The right side of the engine had traces of the strong effects of heat
caused by the fire.
Engine 2 was separated from the pylon and was laying upside down
approximately 80º in relation to the construction line of the airplane's fuselage,
four meters from the door of the rear baggage hold. The forward section of the
engine was damaged during the collision with the barrier. 16 of the 38 fan
blades exhibited transverse airfoil fractures with the remaining blades still being
full length. The blade leading edges exhibited less damage than those of the
no. 1 engine. The blade airfoils were bent both with and against the direction of
rotation. The reverser doors were mounted on the engine and were in "forward
thrust" mode. The engine was damaged by high temperatures caused by the fire.
Note: The characteristic damage to the fan blades of the no. 1 engine
combined with the presence of foreign objects in the visible part of the air flow
duct was indicative of the engine fan rotor turning at the time of its destruction
Final Report
INTERGOVERNMENTAL AVIATION COMMITTEE
46
and collision with the barriers. The characteristic damage to the fan blades of
the no. 2 engine was indicative of that engine having a lower fan rotational
speed as compared to no. 1 engine during its impact sequence.
Part of the fuselage from bulkhead 63 to bulkhead 72 had significant fire
damage. The upper part, the baggage compartment, was intact.
Part of the fuselage from bulkhead 72 and further, including the tail
assembly, was completely intact.
The rear right door was open. The escape chute was attached to the door,
folded and unreleased. The door opening lever outside was in the open upper
position.
The rear left door was open. The escape chute was attached to the door
aperture, ejected and released. Most likely the chute was damaged as it was
released as a result of contact with sharp objects on the ground. This was
confirmed by the presence of punctures holes in it.
The rear kitchen shows traces of fire, but some parts of its structure were in
their proper place and have remained in a satisfactory condition. There were
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FINAL REPORT ON THE RESULTS OF THE INVESTIGATION OF THE ACCI(21)
