Ammaraggio B732 Transair al largo delle Hawaii: piloti salvi
- Autore Discussione Dancrane
- Data d'inizio
occeanaggio!!Ma non si chiama affiumaggio
Sembrerebbe delinearsi uno scenario simile al volo TransAsia Airways 235: pianta motore X e i piloti riducono potenza al motore Y.
Dai nuovi documenti pubblicati dall'NTSB:
"In the accident flight, the engines were advanced to takeoff power starting at 01:33:08 HST, and both stabilized at an EPR consistent with takeoff. Engine 1 (the left engine) was at 2.00 EPR and engine 2 (the right engine) was at 1.97 EPR. Longitudinal acceleration peaked at 0.2055 g during the takeoff roll. The aircraft rotated at about 140 knots and took off on a heading of 80 degrees.
As the aircraft passed through about 390 ft at 155 knots, engine 2 EPR suddenly dropped to 1.43, while engine 1 remained at its previously set takeoff power. Immediately after engine 2 EPR dropped, the rudder pedal moved to about 5.5 degrees of left rudder, consistent with a command to counteract the adverse yaw of losing thrust on the right engine. The climb paused at 1,000 feet for 25 seconds, then continued to 2,000 ft.
At 2,000 feet, engine 1 EPR reduced to a value of 1.051, which is consistent with idle power in previous flights. It stayed at this value for the remainder of the flight.
Engine 2 EPR also reduced at 2,000 feet, however it continued to be advanced and reduced several times until the end of the flight."
Estratto dal CVR:
"0133:57.0 HOT-1 lost (an) engine you got it?
0133:58.0 HOT-2 okay I got it yep.
0133:58.9 HOT-1 yep...you lost number...
0134:00.8 HOT-2 number two...yep.
0134:01.0 HOT-1 number two.
---
0137:48.2 HOT-1 read the gauges and see one...which...who has the E-G-T?
0137:51.9 HOT-2 yep so it looks like the number one.
0137:53.6 HOT-1 number one is gone?
0137:54.6 HOT-2 (it's/is) gone yep.
0137:56.9 HOT-2 so we have number two.
0137:58.1 HOT-1 so we have number two okay."
Dai nuovi documenti pubblicati dall'NTSB:
"In the accident flight, the engines were advanced to takeoff power starting at 01:33:08 HST, and both stabilized at an EPR consistent with takeoff. Engine 1 (the left engine) was at 2.00 EPR and engine 2 (the right engine) was at 1.97 EPR. Longitudinal acceleration peaked at 0.2055 g during the takeoff roll. The aircraft rotated at about 140 knots and took off on a heading of 80 degrees.
As the aircraft passed through about 390 ft at 155 knots, engine 2 EPR suddenly dropped to 1.43, while engine 1 remained at its previously set takeoff power. Immediately after engine 2 EPR dropped, the rudder pedal moved to about 5.5 degrees of left rudder, consistent with a command to counteract the adverse yaw of losing thrust on the right engine. The climb paused at 1,000 feet for 25 seconds, then continued to 2,000 ft.
At 2,000 feet, engine 1 EPR reduced to a value of 1.051, which is consistent with idle power in previous flights. It stayed at this value for the remainder of the flight.
Engine 2 EPR also reduced at 2,000 feet, however it continued to be advanced and reduced several times until the end of the flight."
Estratto dal CVR:
"0133:57.0 HOT-1 lost (an) engine you got it?
0133:58.0 HOT-2 okay I got it yep.
0133:58.9 HOT-1 yep...you lost number...
0134:00.8 HOT-2 number two...yep.
0134:01.0 HOT-1 number two.
---
0137:48.2 HOT-1 read the gauges and see one...which...who has the E-G-T?
0137:51.9 HOT-2 yep so it looks like the number one.
0137:53.6 HOT-1 number one is gone?
0137:54.6 HOT-2 (it's/is) gone yep.
0137:56.9 HOT-2 so we have number two.
0137:58.1 HOT-1 so we have number two okay."