看来荷兰的土耳其航空的737的空难是飞机故障诱发 机组责任的飞行事故

搞不定就复飞

Altimeter factor in THY accident

[/td][/tr][tr][td=1,1,670]The Dutch Safety Board has released its initial findings into last week’s accident involving a Turkish Airlines (THY) 737 at Schipol.


According to the report -
“The voice recorder and the black box, both of which are in the hands of the Safety Board, show that an irregularity occurred during the descent, at 1950 feet.
At a height of 1950 feet the left radio altimeter suddenly indicated a change in altitude – from 1950
feet to - 8 feet - and passed this onto the automatic pilot. This change had a particular impact
upon the automatic throttle system which provides more or less engine power.
The radio altimeter normally measures the altitude of the plane above the ground very accurately
and can start registering this from 2500 feet. As already mentioned, this radio altimeter is very
significant for providing the appropriate power for an automatic landing.
A Boeing is fitted with two radio altimeters, a left one and a right one.
The black box has shown that this deviation only occurred in the left radio altimeter.
The voice recorder has shown that the crew were notified that the left radio altimeter was not
working correctly (via the warning signal “landing gear must go down”).
Provisional data indicates that this signal was not regarded to be a problem.
In practice, the plane responded to this sudden change as though it was at an altitude of just a few
meters above the Polderbaan and engine power was reduced.
It seems that the automatic system – with its engines at reduced power – assumed it was in the
final stages of the flight. As a result, the aircraft lost speed”.
The report continued that “As a result of the deceleration, the aircraft"s speed was reduced to minimum flying speed (stalling situation) and warning signals (the steering column buzzes at an altitude of 150 metres) were given.
The black box shows that full power was then applied immediately.
However, this was too late to recover the flight, the aircraft was too low and, consequently, the
Boeing crashed 1 kilometre short of the runway.
The aircraft initially hit the ground with its tail and then the undercarriage followed.
The forward speed was about 175 km per hour upon impact.
An aircraft of this weight should normally have a speed of 260 km per hour for landing.
The aircraft came to a rapid halt (after about 150 m) as a result of the arable land being made up
of boggy clay”.
The report pointed out that it is “established, in Dutch law, that the Public Prosecutor may only have access to this data if there is a question of abduction, terrorism, murder or manslaughter”.
The investigation is continuing and the aircraft will be removed to another location within the next few days. The Board has issued a warning to Boeing requesting extra attention to the part of the 737 manual regarding a malfunction of the radio altimeters.

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按照这个分析，机组基本是没有监控飞机，飞机没有足够的推力，速度持续减少导致失速坠地的。
机组开始也发现高度表有问题，但是没有注意监控飞机推力和速度，造成飞机失速。失控的情况下接地的，这个和之前的飞行员避开公路的说法大相径庭。
按照荷兰安全局的的这个调查报告，基本可以认定是飞机故障诱发，的一起机组责任的空难了。
因为单纯的无线电高度表失效不能导致飞机失速，只有飞行员不注意推力、空速，失去对飞机的监控，才会导致空难。
各位仁兄引以为戒啊！
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搞不定就复飞

顺便转发一下公司下发的关于这个事件的文件
关于土耳其B737发生事故的通报

B737机型大队：

   根据波音对土耳其B737于2月25日在荷兰阿姆斯特丹机场发生事故的初步调查，现通报如下。

到目前为止：

1、          没有迹象表明遇到鸟击、发动机和机身结冰、严重颠簸、风切变；

2、          整个飞行有足够的燃油；

3、          双发对油门的信号输入反应正常；

4、          飞机对飞行操纵的信号输入反应正常。

飞行数据记录器显示当时机组使用自动驾驶B和自动油门进行盲降进近，在进近过程中，右侧无线电高度表提供正确的数据而左侧无线电高度表提供错误的显示-7至-8英尺。当下降到2000英尺时，自动油门使用左侧无线电高度表数据，转换至着陆拉平模式收油门到慢车位。油门保持在慢车位近100秒，当时速度比正确的速度小40节。

两套无线电高度表将真高的数据提供给仪表显示、自动油门、自动驾驶和近地警告系统。机组应仔细地监控速度、高度和飞行模式显示，当出现以下情况时，需要机组及时干预恢复正常状态：

１、一套无线电高度表提供错误的显示，不管是否伴随出现无线电高度表故障旗；

２、无线电高度表显示大的差异，包括－８的显示；

３、在双通道进近时，不能接通两部自动驾驶；

４、在进近时，非预期的飞行指引仪移动；

５、在进近、复飞、离地后起始爬升时，非预期的构型警告；

６、在进近时高于地面２７英尺，出现过早的飞行模式自动油门ＲＥＴＡＲＤ模式，并且自动油门移至慢车位并保持。





油门慢车了100秒。。。。。