Transair in Hawaii
12-21-2022, 10:11 PM
#51
Gets Weekends Off
Joined APC: Jun 2006
Position: Left, right & center
Posts: 774
Originally Posted by Hawaii808
Thanks. My brain was apparently taking a brief vacation and I couldn't think of where to look for it on the NTSB site.
It's unfortunate that the FDR wasn't able to record power lever angle. That would provide some important information.
Based on the available information, I'm not sure I agree with your assessment.
In the interview with the investigators, the captain stated that he set MCT on both engines. You can see the reduction on the left engine at about the point where they reach 1,000 feet, and then again from about 1.95 to 1.9 right about the time they got to 2,000 feet. It stays there for about 50 seconds and then steps down to idle over the next 35 seconds or so. It's possible someone pulled it to idle, but why? And why did it step down in increments? Reading the CVR transcript, they were still in the process of assessing the situation and had not yet entered a checklist that would have instructed them to pull the thrust lever to idle. They had correctly identified the failing engine initially, and it was only later that the captain concluded that the left engine had failed. One would guess that he came to that conclusion because left engine thrust and instrument indications did not match the thrust lever position. This is where seeing PLA on the FDR would be helpful.
I think it's possible they were doing everything right (or at least right enough to survive the event), but they just got really unlucky and ended up in an situation where both engines failed.
12-22-2022, 01:33 PM
#52
Gets Weekends Off
Joined APC: Mar 2017
Posts: 291
Originally Posted by Reactivity
Thanks. My brain was apparently taking a brief vacation and I couldn't think of where to look for it on the NTSB site.
It's unfortunate that the FDR wasn't able to record power lever angle. That would provide some important information.
Based on the available information, I'm not sure I agree with your assessment.
In the interview with the investigators, the captain stated that he set MCT on both engines. You can see the reduction on the left engine at about the point where they reach 1,000 feet, and then again from about 1.95 to 1.9 right about the time they got to 2,000 feet. It stays there for about 50 seconds and then steps down to idle over the next 35 seconds or so. It's possible someone pulled it to idle, but why? And why did it step down in increments? Reading the CVR transcript, they were still in the process of assessing the situation and had not yet entered a checklist that would have instructed them to pull the thrust lever to idle. They had correctly identified the failing engine initially, and it was only later that the captain concluded that the left engine had failed. One would guess that he came to that conclusion because left engine thrust and instrument indications did not match the thrust lever position. This is where seeing PLA on the FDR would be helpful.
I think it's possible they were doing everything right (or at least right enough to survive the event), but they just got really unlucky and ended up in an situation where both engines failed.
It's unfortunate that the FDR wasn't able to record power lever angle. That would provide some important information.
Based on the available information, I'm not sure I agree with your assessment.
In the interview with the investigators, the captain stated that he set MCT on both engines. You can see the reduction on the left engine at about the point where they reach 1,000 feet, and then again from about 1.95 to 1.9 right about the time they got to 2,000 feet. It stays there for about 50 seconds and then steps down to idle over the next 35 seconds or so. It's possible someone pulled it to idle, but why? And why did it step down in increments? Reading the CVR transcript, they were still in the process of assessing the situation and had not yet entered a checklist that would have instructed them to pull the thrust lever to idle. They had correctly identified the failing engine initially, and it was only later that the captain concluded that the left engine had failed. One would guess that he came to that conclusion because left engine thrust and instrument indications did not match the thrust lever position. This is where seeing PLA on the FDR would be helpful.
I think it's possible they were doing everything right (or at least right enough to survive the event), but they just got really unlucky and ended up in an situation where both engines failed.
https://www.flightglobal.com/safety/...8Zx4cqEItS8CiQ
12-29-2022, 06:18 AM
#53
Ignoring; John Burke.
Joined APC: Jul 2022
Position: Wandering
Posts: 193
Originally Posted by Reactivity
Thanks. My brain was apparently taking a brief vacation and I couldn't think of where to look for it on the NTSB site.
It's unfortunate that the FDR wasn't able to record power lever angle. That would provide some important
Reading the CVR transcript, they were still in the process of assessing the situation
.
It's unfortunate that the FDR wasn't able to record power lever angle. That would provide some important
Reading the CVR transcript, they were still in the process of assessing the situation
.
12-29-2022, 06:30 AM
#54
Disinterested Third Party
Joined APC: Jun 2012
Posts: 6,026
Originally Posted by hopp
Where did you find a CVR transcript? I can’t locate it.
You can view the rest of the docket at:
https://data.ntsb.gov/Docket?ProjectID=103407
12-29-2022, 09:46 AM
#55
Gets Weekends Off
Joined APC: Jun 2010
Position: DOWNGRADE COMPLETE: Thanks Gary. Thanks SWAPA.
Posts: 6,613
Originally Posted by Hawaii808
FDR report from the NTSB came out on the crash. From initial reading it looks like the pilots pulled the good engine to flight idle and flew the plane with the failing engine all the way to the scene of the crash.
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