Malaysia Airlines Flight 370 is Missing
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I can vaguely recall that from earlier incidents of ice damaging the engines and causing crashes or near crashes,modifications have been put in place to prevent that from happening.
I also wonder if the airline had a policy of rather than letting a pilot to make a detour around a storm and thus use more fuel, they should stay on course and fly above it.
broadsword
Brigadier
I think the speculation shifted from icing to wind shear. The pilot's request to fly detour was denied.
Well gentlemen, here we go, the vertical stab has been floated from the sea-bed and recovered using lifting bags,, AP reports the vertical stab is largely intact, but the aft fuselage is a twisted mess, apparently did not fail at the attaché points, but just below that, the black boxes are not with that section of wreckage, likely dislodged when the vert stab separated from the aircraft in a twisting, wrenching type of action that would have popped any inspection panels/plates loose or off....
So going back to master delft's initial speculation, it does appear that the vertical stab departed the aircraft just as the JFK, Air France, birds lost their vertical stabs, this causes an immediate and irreversible lose of control of the aircraft and possible further separation, so to briefly recap the three known situations:
1. JFK------------------- wake turbulence, aircraft rolling out of control, rudder stepped on "authoritatively to stop the roll" vertical stab separation.
2. Air France 447---- thunderstorm, loss of data due to icing, lose of aircraft situational awareness as auto-pilot "disengaged",y attempt to regain control of aircraft by fully depressing the rudder pedal,,, apparently causing vertical stab separation and loss of control of aircraft?
3. Air Asia------------known encounter with full developed thunderstorm, aircraft obviously encountering distress, resulting in request for 38,000 and course change, altitude change denied, loss of aircraft--- now confirmed that the vertical stab had separated from the aircraft.
So, going back to our "sleuthing mode", it is a very small doubt the prevents me from expressing "viola", very small?? but as a pilot, these three accidents have the common thread, Airbus 320-330 series aircraft, carbon fibre vertical stab/rudder, FCS that limits some pilot commands, but may allow others, as in pilot maximum rudder input, in an attempt to prevent aircraft from rolling may be allowed by FCS.
Now, I am just a private pilot, no test pilot etc, etc, but I am a serious student of all air accidents from even a small boy,,, my Dad was a pilot, I wanted to "know", and have made it my business to know, long before their was an internet, I did a great deal of research, most particularly on in-flight "separations". So I have read the excerpts of many NTSB reports, and like dealing with certain other "predictable" situations, these things unfold with the predictability of a Holly Wood movie. As a pilot, I would "never" allow a large aircraft to exceed a 45+plus bank, I would "always" step on the opposite rudder, I wouldn't even allow our Pipers, Cessnas to exceed that kind of bank angle, the very last thing you would tolerate is a transport category aircraft rolling inverted, you would instinctively and forcefully apply opposite rudder, it is so ingrained and instinctive, that there is likely no way you could prevent yourself from doing this... now if that transport category aircraft were to end up inverted, the only way to recover it would be to
1. allow it to diverge to the point of allowing the nose to fall through the horizon, zero thrust both engines, pop the gear and the speed brakes, and hope for the best???
2. apply full pro roll control and forward stick as well as full throttle on both engines------very difficult even if you planned it, NOT Going to happen on the Airbus, due to the afore mentioned FCS?????
So in order to prevent that from happening, you "will" step on that rudder, you really will.
I would more appropriately label it SEVERE TURBULENCE,,, and his request to climb to 38,000 was denied, his course change was approved.
One of two black boxes, the flight data recorder was recovered today, hopefully the cockpit voice recorder will be recovered in the next day or two???
Yes, while I certainly expected the recovery to be much quicker than it was, due to the horrible weather and sea conditions, things were much more difficult than anticipated, but now that all the data should be available, I would anticipate a preliminary report after review of the cockpit voice recorders. It appears that they are intact, and hopefully all the data will be available without undue difficulty, but who really knows as we have already seen, these things can go awry. And good going to the recovery crew, their patience and persistence has paid off, and my prayers for the recovery to be safe, we certainly don't want to loose anyone else, this is the way it should be done.
I would have expected a little more news by now, has anyone heard anything?