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小小汤圆

    我是飞行技术系的学员，现在在国内的学习快结束了。老师布置了毕业设计，其中有英语翻译10000字符，其中有些句子我拿不准，句子用红字标出，还请前辈们教我，感激不尽阿~~~~：
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Date: November 20th， 1974
Type: 747
Registration: -
Operator: Lufthansa
Flight No. LH540/19
Where: Nairobi Airport， Kenya
Report No.: Not Available
Report Date: July 1976
Pages: -


At 07.42 hrs local time the engines of the Lufthansa Boeing 747， flight number LH540， were started. In the cockpit was Commander Captain Christian Krack， Co-pilot Joachim Schacke and Flight Engineer Rudi Hahn. There were 157 people aboard including the crew， this gave a total estimated take-offweight， including baggage and freight， of 254，576 Kg (561，236 lbs). Co-plot was designated the handling pilot for the first sector of flight， the crew carried out the preliminary checks. Engines were started at 07.42 hrs and after further pre-flight checks the Nairobi control radioed to the crew: [/COLOR]
Extracts from the CVR recorded conversation on the flight deck:

Nairobi Tower: "Lufthansa five four zero. Nairobi Tower"
Co-pilot Schacke: "Five four zero， go ahead"
Nairobi Tower: "Roger. You may take runway two-four at your discretion or runway zero-six. Your choice."
Captain Krack: "Oh-two-four， okay"
Co-pilot Schacke: "We take two-four"
Nairobi Tower: "Roger. Cleared to taxi holding point， runway two-four."
Co-pilot Schacke: "Roger. We are cleared to holding point， runway two-four.
  Are we cleared to enter?"
Nairobi Tower: "Lufthansa five four zero. That is approved. Enter and backtrack."[/COLOR]
Co-pilot Schacke: "Roger. Thanks.   
Co-pilot Schacke: (to the Captain) "So the flaps"
Captain Krack: "Yes"
Co-pilot Schacke: "So， shall I do the rowing? (handle takeoff)[/COLOR]
Captain Krack: "Yes please"
Flight Engineer Hahn: "Checklist， brakes"
Co-pilot Schacke: "Are checked"
Flight Engineer Hahn: "Flaps"
Captain Krack: "Ten， ten， green."
Flight Engineer Hahn: "Flight controls" (indistinct reply)[/COLOR]
Flight Engineer Hahn: "Yaw damper"
Captain Krack: "Checked"
Flight Engineer Hahn: "Flight instruments and annunciator panels"
Captain Krack: "No warnings"
Co-pilot Schacke: "No warnings here"
The flight crew continued with the checklist...
Captain Krack: "Cabin report received"[/COLOR]
Flight Engineer Hahn: "Checklist completed"
Time 07.41
Nairobi Tower: "Lufthansa five four zero， your clearance"
Co-pilot Schacke: "Go ahead"
Nairobi Tower: "ATC clears Lufthansa five four zero Nairobi to Jan Smuts
delta amber one zero. Climb and maintain flight level three five zero
to Mike Bravo Mbeya Echo departure and check clearabnce expires at
five six. Time is now five one"[/COLOR]
The crew completed the the take-off checklist.
Flight Engineer Hahn: "Take-off list is completed"
Co-pilot Schacke: "Okay"
The throttles were set to the correctly calculated 3A take-off power and the 747 began to move forward down the runway.[/COLOR]
Co-pilot Schacke: "Eighty"
Captain Krack: "Yes...Okay"
Captain Krack: "V1"
Captain Krack: "VR"
Captain Krack: "ay attention. Vibration...."
Flight Engineer Hahn: "All is OK"
Captain Krack: "Vibration"
Co-pilot Schacke: "Gear up"
Co-pilot Schacke: "Gear travelling"
Flight Engineer Hahn: "Engines okay sot far"[/COLOR]
Captain Krack: "Roger"
Flight Engineer Hahn: "RPM also okay"
Flight Engineer Hahn: "Stickshaker"[/COLOR]
Co-pilot Schacke: "Okay， crash!"
Wheels up warning horn began to sound.


[This is the Accident Investigation Report Summary.]
The East African Community report was officially released in Nairobi
in July 1976. A summary described the accident:
The aircraft was operating Lufthansa flight 540/19， a scheduled
international passenger and cargo service from Frankfurt， Germany，
to Johanneburg， South Africa， with an intermediate stop at Nairobi.
During the takeoff from Nairobi the crew felt vibration or buffeting
after liftoff and suspected engine trouble. Subsequently the
Commander， suspecting wheel impalance， raised the landing gear.
The co-pilot， who was handling the aircraft， noticed a complete lack
of acceleration and had to lower the nose in an attempt to maintain
airspeed.
The aircraft lost altitude and the rear fuselage made contact with
the ground approximately 1120 metres beyond the departure end of
runway 24. Parts of the aircraft struck an elevated road 114 metres
further on and it started to break up.
The main portion skidded an additional 340 metres during which time
it turned to the left through approximately 180 degrees. The aircraft
was destroyed by impact and subsequent fire.

Cause:
The accident was caused by the crew initiating a takeoff with the
leading edge flaps retracted， because the pneumatic system which
operates them had not been switched on. This resulted in the
aircraft becoming airborne in a partially stalled condition which
the pilots were unable to identify in the short time available to
them for recovery.[/COLOR]
Major contributory factors were:
1. Lack of warning of a critical condition of leading edge flap
position.
2. The failure of the crew to satisfactorily complete their
checklist items.

Recommendations
It is recommended that:
1. The takeoff configuration aural warning system programme on
Boeing 747 aircraft should be modified to include leading edge
flap position.
2. The takeoff configuration aural warning system on Boeing 747
aircraft should be excluded from the list of allowable
deficiencies.
3. Consideration should be given to the incorporation of leading
edge flap position in the aircraft’s stall warning programme.
4. Consideration be given to the incluslion of a pneumatic duct
low pressure warning on the Pilot’s Annunciatior Panel.
5. Consideration be given to amending operating procedures where
necessary to include a cross-check by the Commander of important
items on the flight engineer’s panel.
6. In Boeing 747 and similar aircraft， States of Registry should
require the carriage of a multi-channel flight data recorder
compatible with ARINC 573 or equivalent characteristic.
7. In Boeing 747 and similar aircraft， consideration should be
given by States of Registry to require the installation and use
of hot microphone cockpit voice recorder circuits during the
takeoff， approach and landing phases.
8. Implementation of adequate international incident reporting
procedures， as initiated in the Accident/Incident Reporting
System (ADREP) of the International Civil Aviation Organisation，
including effective follow-up action， should be enforced.

Burnt out wreakage
Date: 20th November 1974
Location: Nairobi， Kenya
Carrier: Lufthansa
Aircraft: B-747-130
Registration: D-ABYB
Flight N LH 540/19
Passengers and Crew: 157
Fatalities: 59
Phase of flight: Take-off
Reason for crash: Leading edge flaps retracted
Accident Report Summary: Click Here

During the takeoff from Nairobi the crew felt vibration or buffeting after liftoff and suspected engine trouble. Subsequently the Commander， suspecting wheel impalance， raised the landing gear.
The co-pilot， who was handling the aircraft， noticed a complete lack of acceleration and had to lower the nose in an attempt to maintain airspeed.

The aircraft lost altitude and the rear fuselage made contact with the ground approximately 1120 metres beyond the departure end of runway 24. Parts of the aircraft struck an elevated road 114 metres further on and it started to break up.
The main portion skidded an additional 340 metres during which time it turned to the left through approximately 180 degrees. The aircraft was destroyed by impact and subsequent fire.
Survivors Seating location Plan:
Date: 20th September 1989
Location: New York， USA
Carrier: USAir
Aircraft: 737-400
Registration: N416US
Flight N -
Passengers and Crew: 63
Fatalities: 2
Phase of flight: Take-off
Reason for crash: Rejected takeoff
NTSB Identification: DCA89MA074 For details， refer to NTSB microfiche number 40192A
Scheduled 14 CFR 121 operation of USAIR
Accident occurred SEP-20-89 at FLUSHING， NY
Aircraft: BOEING 737-400， registration: N416US
Injuries: 2 Fatal， 3 Serious， 18 Minor， 40 Uninjured.
As the first officer began the takeoff he felt the airplane drift right. The capt noticed the drift also & used nosewheel tiller to help steer. The crew then heard a "bang" and a continual rumbling noise. The capt then took over & rejected the takeoff but did not stop the airplane before running off the end of the rwy and colliding with a wooden approach lighting pier. The airplane came to rest partially submerged in water. The rudder trim position was found to be 16 deg， or full， left deflection of rudder. The dfdr recorded this position from engine start at the gate. (ntsb/aar-90/03)
probable cause
the captain’s failure to exercise his command authority in a timely manner to reject the takeoff or take sufficient control to continue the takeoff， which was initiated with a mistrimmed rudder. Also causal was the captain’s failure to detect the mistrimmed rudder before the takeoff was attempted.
Date: 18th June 1972
Location: Stanes， UK
Carrier: BEA
Aircraft: HS 21
Registration: G-ARPI
Flight N 548
Passengers and Crew: 118
Fatalities: 118
Phase of flight: Climbing after take-off
Reason for crash: Deep Stall
Flight BE548 took off from Heathrow Runway 28R in rainy weather (including some turbulence) at 16.08h. At 16.10:24 (50sec. after rotation)， the droops (wing leading edge slats) were retracted. The aircraft was climbing through 1770ft with a speed of 162kts (300km/h). The minimum droop-retraction speed however， is 225kts. The Trident stalled and started to descent. The airspeed dropped to 54kts ans the aircraft crashed into a field next to the A30 motoway at 16.11:00 GMT. PROBABLE CAUSE: Immediate causes were: 1) Failure by PIC to achieve and maintain adequate speed after noise- abatement procedures； 2) Droop-retraction 60kts below minimum speed.； 3) Failure to monitor speed error and to observe droop lever movement.； 3) Failure to diagnose reason for stick-pusher operation and warnings； 4) Operation of stall recovery override lever. A factors was a.o. the abnormal heart condition of the captain.
Date: 31st August 1988
Location: Dallas， USA
Carrier: Delta Air
Aircraft: B-727
Registration: N473DA
Flight N 1141
Passengers and Crew: 108
Fatalities: 14
Phase of flight: Take-off
Reason for crash: Slats not properly configured
NTSB Identification: DCA88MA072 For details， refer to NTSB microfiche number 36432A
Scheduled 14 CFR 121 operation of DELTA AIRLINES， INC.
Accident occurred AUG-31-88 at DALLAS/FT WORTH， TX
Aircraft: BOEING 727-232， registration: N473DA
Injuries: 14 Fatal， 26 Serious， 50 Minor， 18 Uninjured.
The flightcrew reported that the takeoff roll appeared to be normal in all respects， with no warning lights， audible warnings， or unusual engine instrument conditions. The captain stated that the rotation was initially normal， but as the main gear wheels left the ground he heard "two explosions." he said it felt as though the airplane was experiencing "reverse thrust." the captain stated that the airplane began to "roll violently." the airplane struck the instrument landing system (ils) localizer antenna array approximately 1，000 feet beyond the end of runway 18l， and came to rest about 3，200 feet beyond the departure end of the runway. Investigation determined that the wing flaps and slats were not properly configured prior to the attempted takeoff. (for further information - see ntsb/aar-89/04.)
probable cause
(1) the captain and first officer’s inadequate cockpit discipline which resulted in the flightcrew’s attempt to takeoff without the wing flaps and slats properly configured； and (2) the failure of the takeoff configuration warning system to alert the crew that the airplane was not properly configured for the takeoff. Contributing to the accident was delta’s slow implementation of necessary modifications to its operating procedures， manual’s， checklists， training， and crew checking programs which were necessitated by significant changes in the airline following rapid growth and merger. Also contributing to the accident was the lack of sufficiently aggressive action by the faa to have known deficiencies corrected by delta and the lack of sufficient accountability within the faa’s air carrier inspection process.
这是我已经翻过的一段译文，还请指正：
日期：1974年11月20日
型号：747
注册：-
营运商：汉莎航空
飞机编号： LH540/19
地点：肯尼亚 Nairobi机场
报告编号：-
报告日起：1976年7月
页数：-
________________________________________

________________________________________
    在当地时间7点42分，汉莎航空公司的一架波音747客机启动引擎，该机编号LH540。驾驶舱里有机长Christian Krack，副驾驶Joachim Schacke和随机机械师Rudi Hahn。机上包括机组人员共有157人。飞机起飞重量为254，576公斤（561，236磅），其中包括货物和行李重。副驾驶为第一飞行阶段的飞机操纵者，机组进行了飞行前检查。7点42分，引擎启动。在进一步飞行前检查之后，Nairobi塔台与机组进行了通话。
下面是从驾驶舱语音记录器中摘录的一段对话：
________________________________________
Nairobi塔台：“汉莎航空公司540。Nairobi塔台。”
副驾驶Schacke：“540，继续。”
Nairobi塔台：“收到。你可以选择24号跑道或者06号跑道。”
机长Krack：“噢24号可以。”
副驾驶Schacke：“我们选24号。”
Nairobi塔台：“收到，允许滑行到等待点，24号跑道。”
副驾驶Schacke：“收到。我们可以滑行到等待点，24号跑道。我们可以滑行了吗？”
Nairobi塔台：“汉莎航空公司540。可以进行滑行和掉头。”
副驾驶Schacke：“收到。谢谢。”
副驾驶Schacke：（和机长）“现在放副翼吗？”
机长Krack：“是的。”
副驾驶Schacke：“现在要放开制动闸吗？”（制动闸放开）
机长Krack：“是的，请吧。”
机械师Hahn：“核查检查单，刹车。”
副驾驶Schacke：“检查完毕。”
机械师Hahn：“副翼。”
机长Krack：“十度，十度，已锁定。”
机械师Hahn：“飞行控制系统。”（回答不清楚）
机械师Hahn：“偏航阻尼器。”
机长Krack：“检查完毕。”
机械师Hahn：“飞行仪表和警告灯面板。”
机长Krack：“没有异常情况。”
副驾驶Schacke：“没有发现异常情况。”
机组人员继续核对检查单……
机长Krack：“收到机舱报告。”
机械师Hahn：“检查单核对完毕。”
时间 七点四十一分。
Nairobi塔台：“汉莎航空公司540，接收指令。”
副驾驶Schacke：“继续。”
Nairobi塔台：“空中交通管制允许汉莎540Nairobi至Jan Smuts D 黄色 10 号航路。爬升到350高度层并保持直至MBME，在56分前核对许可并离场。现在时间是51分。”
机组核对完毕起飞检查单。
机械师Hahn：“起飞检查单核对完毕。”
副驾驶Schacke： "好。"
油门被推至准确计算的3A起飞推力，747开始沿着滑行道滑行。
副驾驶Schacke： "80海里每小时。"
机长Krack： "好的。"
机长Krack： "起飞决断速度。"
机长Krack： "抬前轮速度。"
机长Krack： "注意，有震动 ...."
机械师Hahn： "一切正常。"
机长Krack： "振动。"
副驾驶Schacke： "收起落架。"
副驾驶Schacke： "起落架动作中。"
机械师Hahn： "发动机正常"
机长Krack： "收到"
机械师Hahn： "发动机转速正常"
机械师Hahn： "驾驶杆震动。"
副驾驶Schacke： "撞击地面。 "
起落架警告响起
________________________________________

________________________________________
[这是事故调查报告摘要。 ]

[此贴子已经被作者于2005-7-15 22:55:22编辑过]

深瑟甜心

前段时间飞翻刚考完...估计高手去休息了.我是菜鸟帮不了你了~~

小小汤圆

呜呜呜~~~

我怎么这么可怜？

深瑟甜心

看你每天都在这里等.哎~老大不在.要不也可以帮你一下.

小小汤圆

还请诸位大大帮忙啊~~~

空港待命

没耐心看啊[[em12]  太多  眼都看花了