INTRODUCTION:
Air transport provides fastest mode of journey over land and sea.in the modern times, when time has become the most valuable asset, air transport plays a huge role in the transport of cargo and passengers.it has also overcome the barrier of accessibility as it follows the shortest and direct route as sea, mountains and forests do not come in its way.
But having said that, air transport has its inherent disadvantages.it is uncertain and unreliable as it is controlled by weather conditions to a great extent. Unfavourable weather such as fog, snow or heavy rain etc. may cause cancellation of scheduled flights and suspension of air service and in some cases it may lead to chances of breakdown and accidents.
One such disastrous accident …show more content…
The event weight and balance form listed the stabilizer setting as 5.26 units, while the actual setting recorded on the DFDR was 5.94 at the start of the take-off roll. However, the Airplane Flight Manual(AFM) recommended take-off stabilizer setting under the flight conditions is 6.9 units. As a result, the stabilizer position during take-off was more airplane nose-down than the stabilizer position recommended by the AFM.
Imp - Heading Exceedance problem:
At time 00:35:36 the Tower controller cleared Ethiopian 409 for takeoff and amended the departure clearance with an instruction to make an immediate right turn to CHEKA, a VHF Omni-directional Range (VOR) navigational facility located 31 miles North East (016°) of BRHIA. After take-off, Air Traffic Control(ATC) instructed ET 409 to turn right on a heading of 315°. ET 409 acknowledged and heading 315° was selected on the Mode Control Panel (MCP). As the aircraft was on a right turn, Control suggested to ET 409 to follow heading 270° “due to weather”. However, ET 409 continued right turn beyond the selected heading of 315. At 00:38:30, the actual heading of the aircraft exceeded the 315° selected heading without any action from the captain to reduce the roll or to stop the turn, although the Flying Display(FD) gives indication to reduce roll. That …show more content…
The captain then focused on the excess bank angle. A left wheel input was made on the order of 50° along with a right rudder input of 5°. But these opposing inputs resulted in a condition known as “cross-control” and resulted in no significant bank angle changes over the next 20”. At the same time, as the speed started to increase beyond 195 Kts, the speed trim commanded a nose up trim input increasing the pitch trim from 8.2 to 9.3 units at 00:40:37, resulting in a further increase in the aircraft pitch up tendency. The crew did not take any action to re-trim and the aircraft pitch started to increase again and became close to 30° up, well above the FD indication that the captain hadn’t followed. The direct result of the pitch increase was a speed
Air transport provides fastest mode of journey over land and sea.in the modern times, when time has become the most valuable asset, air transport plays a huge role in the transport of cargo and passengers.it has also overcome the barrier of accessibility as it follows the shortest and direct route as sea, mountains and forests do not come in its way.
But having said that, air transport has its inherent disadvantages.it is uncertain and unreliable as it is controlled by weather conditions to a great extent. Unfavourable weather such as fog, snow or heavy rain etc. may cause cancellation of scheduled flights and suspension of air service and in some cases it may lead to chances of breakdown and accidents.
One such disastrous accident …show more content…
The event weight and balance form listed the stabilizer setting as 5.26 units, while the actual setting recorded on the DFDR was 5.94 at the start of the take-off roll. However, the Airplane Flight Manual(AFM) recommended take-off stabilizer setting under the flight conditions is 6.9 units. As a result, the stabilizer position during take-off was more airplane nose-down than the stabilizer position recommended by the AFM.
Imp - Heading Exceedance problem:
At time 00:35:36 the Tower controller cleared Ethiopian 409 for takeoff and amended the departure clearance with an instruction to make an immediate right turn to CHEKA, a VHF Omni-directional Range (VOR) navigational facility located 31 miles North East (016°) of BRHIA. After take-off, Air Traffic Control(ATC) instructed ET 409 to turn right on a heading of 315°. ET 409 acknowledged and heading 315° was selected on the Mode Control Panel (MCP). As the aircraft was on a right turn, Control suggested to ET 409 to follow heading 270° “due to weather”. However, ET 409 continued right turn beyond the selected heading of 315. At 00:38:30, the actual heading of the aircraft exceeded the 315° selected heading without any action from the captain to reduce the roll or to stop the turn, although the Flying Display(FD) gives indication to reduce roll. That …show more content…
The captain then focused on the excess bank angle. A left wheel input was made on the order of 50° along with a right rudder input of 5°. But these opposing inputs resulted in a condition known as “cross-control” and resulted in no significant bank angle changes over the next 20”. At the same time, as the speed started to increase beyond 195 Kts, the speed trim commanded a nose up trim input increasing the pitch trim from 8.2 to 9.3 units at 00:40:37, resulting in a further increase in the aircraft pitch up tendency. The crew did not take any action to re-trim and the aircraft pitch started to increase again and became close to 30° up, well above the FD indication that the captain hadn’t followed. The direct result of the pitch increase was a speed