I am having the same problem with the NTSB website. Here is a link for the CVR through Fox News.

http://www.foxnews.com/projects/pdf/...transcript.pdf

 

Hmm still working for me. Whenever ya'll can get on, the following is pretty enlightening:

Aircraft Performance Group report:
http://www.ntsb.gov/Dockets/Aviation...027/418694.pdf

Flight Data Recorder Group report:
http://www.ntsb.gov/Dockets/Aviation...027/417236.pdf

Operations Group report:
http://www.ntsb.gov/Dockets/Aviation...027/417441.pdf

Human Performance Group report:
http://www.ntsb.gov/Dockets/Aviation...027/418082.pdf

 

Some interesting stuff from the FDR & aircraft performance reports for those who can't access them right now:

They were level at 2400 before the decay in speed began.
Power levers went to flight idle when landing gear was deployed and never increased until after the upset.
Speed began decaying upon gear extension and was never arrested.
The captain called for Flaps 15 & landing check when the plane was already almost to the Flaps 15 vref speed. The flap handle had just been moved when the stick shaker went on, they were at 6.7 degrees (had been at 5).
Stick shaker went on at 126 knots. Calculated 1g stall speed in their configuration was 107 knots; at 126 knots it's calculated that 1.38g would stall the airplane.
Following stick shaker and autopilot disconnect, strong nose-up force is detected on the captain's yoke. The aircraft achieved 1.42g and a pitch and angle of attack of 20 degrees before stalling.
During most of the upset, the speed was between 90 and 110 knots.
The first officer appears to have retracted the flaps during the upset without prompting, as though for a go-around.

 

Bookmarked for reference.

 

54400 lbs @ Flaps 15:
Vref = 118
Vref (ice) = 138

54400 lbs @ Flaps 10:
Vref = 124
Vref (ice) = 144

54400 lbs @ Flaps 5:
Vref = 133
Vref (ice) = 153

At the moment of upset, flaps were at 6.7 degrees and the airspeed was 126 with a 12 degree AoA.

 

I've never seen icing conditions. I've never deiced. I've never seen any—
I've never experienced any of that. I don't want to have to experience that
and make those kinds of calls. you know I'dve freaked out. I'dve have like
seen this much ice and thought oh my gosh we were going to crash. ---HOT 2

 

And I am glad he discussed this issue. Now the only question I have is how would the NTSB go about making a suggestion to the FAA to increase pay/retirement benefits for airline pilots? The FAA would laugh at those suggestions. Creating a more strict syllabus at these 'training academies' would be the only way I can think of to limit the output of pilots therefore increasing demand. Any other ideas?

These hearings may be beneficial to future contract negotiations.

 

Increasing barriers to entry into this profession will decrease supply, and in turn airlines will have to increase compensation to attract qualified applicants.

We saw this last year as some regionals were fighting to get qualified pilots. At Comair, which never paid for hotel rooms for new-hires, began offering housing for training. That was a big deal, since you are only paid like 240 a week in training, it was a start.

 

where is the cvr?

[nvm found it]

 

I was in air cadets not sea cadets and I do posses a private license that I obtained through Air Cadets for FREE! So to insult me and say cadets did nothing for me when I was one of VERY FEW that actually had the inherent skill to be given the training.

Solid-State