On september 29, 2016 is preparing the airline GOOD a flight from Malmö to stockholm Bromma airport with 101 passengers on board. A technician discovers prior to the start of a damage on the left anfallsvinkelgivaren, a gauge to show the plane’s angle in the air.
the Transducer is changed and the flight is delayed by half an hour.
When the aircraft lifted from the ground activated, according to the report from the Swedish accident, the mechanical warning system for överstegring, which means that the steering wheel starts to shake. But because the pilots know that the sensor has just been changed to identify the warning as incorrect.
when the aircraft reaches 200 feet above the ground and will check in the cloud is activated anfallsvinkelbegränsarsystemet. It means that the wheel is pushed forward and the nose down – and now the pilots quickly.
– The first got a stick shaker. It is a warning to them that they are about to lose lift. If they don’t do something about it is the next step a stick pusher, which means that the automatic system goes into and push forward governance package so that the muzzle is pointing down, describes Tony Arvidsson investigators at the Swedish accident, which reviewed the incident.
When the nose begins to point downward, making the pilots all the right to take manual control of the plane. They follow nödchecklistorna and turn off the systems and then ends with the problems, and they can return to the airport.
They really did do everything right, step by step. It was their actions that prevented that something else occurred, ” says Tony Arvidsson.
the U.S. national transportsäkerhetsstyrelse and the Indonesian committee for transport safety is investigating the wreckage from the downed plane Lion Air Boeing 737 Max 8 which crashed in Indonesia in the fall. Jakarta, 1 november 2018. Photo: Donal Husni/NurPhoto/Sipa USA
between the crash in Indonesia and the incident in the airspace above Malmö is flygplansmodellen. For two and a half years ago, the Boeing 737 Max 8 have not yet been flown. The airline GOOD flew with British Aerospace AVRO 146-RJ100. It is different to 25 years of age on the types of aircraft, the systems are not the same, but it is, in both cases, the errors in the anfallsvinkelsgivarna which leads to the automatic system takes over.
There was error in this measuring instrument which, according to the preliminary report and according to the american aviation authority the FAA was the reason that Lion Air’s Boeing 737 Max 8 that crashed in Indonesia in the fall.
After it is sent to the authority on 7 november last year issued a warning to airlines operating Boeing models 737 Max 8 and 9. It said that the manufacturer’s analyses showed that if an incorrectly high angle of attack displayed by the instruments, so there is – if nothing is done about the matter – the risk that the aircraft will implement the excessive nose-down corrections, which leads to difficulties to control the plane, significant loss of height and the potential risk of contact with the ground.
Only after it seems to a guide have been incorporated into the Boeing pilotinstruktioner about how such a situation would be handled.
– In Sweden, we don’t know for a few more events than in Malmö, but around the world there are examples of serious incidents the following problems with anfallsvinkelgivare, ” says Tony Arvidsson.
the new anfallsvinkelgivaren that had been mounted on the plane in Malmö had been in a packaging that was not sealed. It had been put together in the wrong way and, therefore, worked not as it should.
” We discovered that the mechanical part of the transducer was out of order, but changed the whole part. It turned out that it was an error from the factory. After the installation used the wrong test to try out the new dealer, ” says Petter Eklund as the chief operating officer for GOOD.
He notes that the airline learned a number of lessons of the event and are now working together with the aircraft manufacturer to minimize the risks.
saved the situation. Haverikommissionen, suspect no sabotage in the case, but sent out a recommendation to components that require special maintenance to be sealed so that unauthorized tampering can be detected.
Black box to the downed aircraft the Ethiopian Airlines 737. Photo: Bureau d’Enquete et d’Analyses/AFP
The orange boxes from its normal flight level in Ethiopia has been sent to Paris for analysis, and the world is waiting for a response. What happened when the Ethiopian Airlines flight ET302 crashed shortly after takeoff from the capital of Addis Ababa last Sunday, and all 157 on board died?
the Flight accelerated to an abnormal rate almost immediately after the start, reportedly to the New York Times from a source who reviewed the communication. Three minutes after the start came the pilot’s panic-stricken call to the airport when he requested to be allowed to return home.
Olycksplanets irrational changes in altitude similar to those that affected Lion Air’s plane of the same model in Indonesia in October.
now expecting a difficult time. The course of the company’s share have fallen by over 20 per cent and ultimately it is about restoring confidence. In this context, the Boeing hardly any other choice than to compensate the airline Norwegian, which has already claimed compensation for the aircraft to be removed from circulation and replaced with others.
The new model 737 Max had been a success, the most snabbsäljande plane in aviation history. Around 5,000 aircraft have been ordered, more than 350 planes have been delivered and were in use up until the other day when they were taken out of traffic. According to the analysts they will be left on the ground at least until may.
The old 737 have long been the airline’s workhorse. The new model draws significantly less fuel, hold more seats on the same size of the plan and have a larger scope. Together was the decisive argument when the airlines ordered. Ryan Air signed an agreement for the supply of 150 pieces.
– the 737 Max gained larger engines that were placed a little further forward. It increased the risk that the plane’s nose would rise and the plane to lose speed. Therefore, the introduced a system that would automatically lower the plane’s nose if, for example, anfallsvinkelmätaren talking about the nose is too high, describes Håkan Wasén, covering the airline industry for over 30 years.
the Plane crashed in Bishoftu, south of Addis Ababa, Ethiopia. Photograph: Mulugeta Ayene/AP
In ten seconds, turned as the plane so that the nose is lowered. It is not enough to fully höjdroder to stop the dive. To counter the falsely lowered the nose must pilots set the stabilizer so that it presses down the plane’s acts. It is possible to make electrically or manually. Worked not it you have to beat the system who want to lower the plane’s nose through two buttons on the dashboard, reflects flygexperten.
At the accident in Indonesia, it is uncertain whether the pilots knew this. That is why it is so important with simulator training, says Håkan Wasén.
In Indonesia, seems to the planet in addition, prior to the crash have been several incidents. Error on fartmätaren had forced the pilots to turn of the automatic system, but then was not the information about the error further.
testified about the difficulties to manage the new flygplansmodellen and their unions have complained that they never became aware of the change in the system which will automatically and forcefully press down on the nose.
” I think that the reason that the 737 Max to the end of that war was that they had found similar 10-sekundersintervaller of diving for the plane in Ethiopia, which has been found in the past, notes the Swedish flygexperten.
– to be not thought that a situation could arise in this way. The system has been created for it to pull up the plane if it is losing speed. It is supposed to make the flight safer, but if the nose starts to point down 200 metres above the ground, and you must disconnect the control system so it becomes stressful, ” says Håkan Wasén.
All the 157 people who travelled by plane from Addis Ababa to Nairobi died in the crash. Photograph: Mulugeta Ayene/AP
However, he stresses, it is never just a single cause that is behind a plane crash. It is always a combination of factors. In Ethiopia, it may be inadequate airspeed or failure of the sensor for the angle of attack, the lack of training or lack of communication about how the aircraft had previously erected. Finally, it can also be about the panic in the pilots.
– But there is still also room for that there may be other causes for the accident, ” he says.
reacted to the latest crash with a reflection on Twitter which was widely distributed:
”Aircraft have become far too complicated to fly. Pilots are no longer needed, rather then the computer specialists from MIT (Massachusetts Institute of Technology)”.
– New models set completely different requirements than in the past. Pilots need to understanding of the system and for that they are complex. But in many ways helps the pilots and reduce their workload, ” says Tony Arvidsson at the Swedish accident, which investigated the serious incident with the much older flygplansmodellen in Sweden.
– a New system is a major contributing factor to the increased safety of the flight in the day, but when the technology does not work as intended, it becomes a challenge instead of a help, describes Tomas Gustafsson, who is the chairman of the air safety committee of the Swedish pilotförening.
who says that pilots annually at least will have to undergo two days of training in simulators. In addition, nödträning together with the cabin crew.
“We want to exercise often to feel safe in the environment and legitimate operators look at the simulator training as an investment rather than a cost,” he says.
