The New York Times reports a scary breakthrough in the investigation of the crash of the Lion Air Boeing 737…
The New York Times reports a scary breakthrough in the investigation of the crash of the Lion Air Boeing 737 Max 8, which fell in the Java Sea in October, killing all 189 people aboard.
Flight data taken from a restored black box prepared by Indonesian air crash investigators for release Wednesday, was reviewed by The New York Times.
The data reveal how hard the two pilots struggled to stay in the air and the difficulties they encountered to deal with what might have been a rogue automated system. The data also complies with the investigator’s lead management that the Boeing system installed on its latest generation of 737s to prevent the planet’s nose from becoming too high and that a stall actually forced its nose down due to incorrect data sent from sensors on the hull.
According to information collected from the airplane flight player ̵
1; the black box – the JT610 repeatedly entered a dive mode that was believed to be due to the automatic system’s function detector, an error that began after the start.
From the moment when the wing flags were withdrawn at 3,000 feet, they killed two pilots in a life-and-war war against a new automated stall system which, as a matter of fact, is not even mentioned in the cockpit manual for 737 Max 8.
With The 737 Max readouts were wrong even when the packed jet lines were taxied, when the JT610 Max 8 was airborne, the pilot’s control column began to shake as a precursor to an overhanging stall. For the next 13 minutes of the airplane, airborne, a back and forth between the pilots and the system may have happened more than 24 times when the pilot attempted to take control before the Lion Air flight dropped into the ocean at 450 mph.
“Pilots fought continuously until the end of the flight,” said Capt. Nurcahyo Utomo, Head of the Air Accident Subcommittee for Indonesia’s National Transport Safety Committee. Nurcahyo said that in the case of Lion Air Flight JT610, the stall prevention system was activated and is a key feature of the survey, according to The Times.
“If the Pilots of the Lion Air 610 actually confronted an emergency with this kind of stall system, they would have had a quick series of complicated steps to understand what happened and keep the airplane flying properly. These steps were not in the manual, and The pilots had not been trained in them, “according to The Times.
Before these recent revelations, we have not learned so much about what happened to the JT610 for the desperate 13 minutes.
Already under the major suspicions of investigators, the maneuvering features are reinforcement systems, or MCAS, Boeing’s new anti-stall system
Boeing and Federal Aviation Administration (FAA ) issued directives earlier in November telling airline personnel about the system, which is designed to provide additional protection against pilots who lose control by lifting the nose and stall the engine.
Boeing has since said that the security bulletin was only intended to reinforce existing procedures.
In an internal email sent to Boeing employees, President Denis Muilenburg defended the company’s development and deployment of Max Generation MCAS.
According to the Allied Pilots Association, many aviators, unions and flight training departments said that none of the documentation including the pilot’s manuals for Max 8 included an explanation of the system.
MCAS is intended to stop pilots from fishing the aircraft’s nose too high, which can affect the speed of the planet and lift and cause stall. It does it by automatically steering the nose down the plane if it feels a stall is possible.
At this time, while the captain of the JT610 responded to each nasal use by pulling his nose up again, the difficult question remains: why did not the pilots exit the air traffic control system, which is considered exactly what the pilots of the previous day’s flight had done when they had encountered on a similar issue?
According to a message sent by Boeing to pilots and customers one week after the crash, the system can suddenly push the nose so far down that pilots can not lift it up again.
The manufacturer has very denied containing relevant information about the system after the crash, but Boeing has been criticized for lack of education and preparation of the subject.
The system said it would kick in even if cockpit crew manually fly a plane and would not anticipate a computerized system to take over.
Earlier this month, Lion Air’s operational director Zwingli Silalahi said the manual failed to inform pilots about MACS behaviors.
“We do not have that in the Boeing 737 Max 8 manual,” Zwingli said Wednesday.
Boeing has said that the correct steps for pulling out of system activation were already in flight manuals, so it was not necessary to specify this specific system in the new 737 jet. In a statement at Tuesday’s tuesday, the aircraft manufacturer said that it could not discuss the case due to the ongoing crash investigation, but “appropriate flight crew response on non-existent trim, for whatever reason, exists in existing procedures”.
The fact is that while the results of the Indonesian parliament are more than previously known, it is still unknown about the convicted flight, including why a plan of apparently problematic sensors was even allowed outside the asphalt.
Investigators have not yet restored the cockpit voice recorder, which could explain which steps some duo took to regain control over the planet and why, before the last dive, the captain handed over the control to the pilot.
A complete explanation of the fault with the sensors on the hull, called “attack sensors”, is now thought to be included in the full report by Indonesian investigators.
One of these sensors has been replaced before the planet’s next flight after the radiation experienced incorrect data readings, investigators say.
Indonesian officials have questioned the role of incorrect airspeed indicators when investigating the lethal Lion Air crash, but security experts say pilots should be able to handle these errors.
The Ministry of Transport of Indonesia, earlier this month, issued a 120-day suspension of Lion Air’s maintenance and engineering directors, its maintenance officer for the fleet and the engineer who gave the jet permit to fly.