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There is no indication that the pilots even attempted to manually trim the aircraft except for a brief 10 second period (which started about a minute after they cutout the electric system), after which they apparently gave up.
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One would think, with a flight control issue, airspeed would have stayed in the cross-check. I'm sure trying to deal with this while accelerating to VMO didn't make it easier. From the N1 and airspeed plot on the FDR, it pretty much looks like the throttles were locked forward until about the last 15 seconds of flight.
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I noticed a sentence about the N1 stabilized at 94% (during takeoff roll). From this point for most of the flight the N1 reference remained there and the throttles didn’t move.
I don’t see any specific mention of the auto throttles being used or if/when they disengaged. I would expect some movement if they were engaged, but if not did the crew forget that they needed to control thrust on their own? Sent from my iPhone using Tapatalk |
Originally Posted by flydrive
(Post 2796119)
There is no indication that the pilots even attempted to manually trim the aircraft except for a brief 10 second period (which started about a minute after they cutout the electric system), after which they apparently gave up.
Read page 11, at the "From 05:40:42 to 05:43:11" mark. It appears they were manually trimming over about a 2 minute period. |
Originally Posted by airlinegypsy
(Post 2796127)
I noticed a sentence about the N1 stabilized at 94% (during takeoff roll). From this point for most of the flight the N1 reference remained there and the throttles didn’t move.
I don’t see any specific mention of the auto throttles being used or if/when they disengaged. I would expect some movement if they were engaged, but if not did the crew forget that they needed to control thrust on their own? Sent from my iPhone using Tapatalk 777 stabilizer checklist (memory items) says do not exceed current airspeed once cut-out switches are off. The 737 checklist in the report doesn’t mention airspeed. But if trim and stick forces are a problem, more airspeed is definitely not going to help. |
Originally Posted by WestCoastFlyr
(Post 2796129)
Read page 11, at the "From 05:40:42 to 05:43:11" mark. It appears they were manually trimming over about a 2 minute period.
I also see that they turned the autopilot on, even with the stick shaker going off. |
Originally Posted by TrojanCMH
(Post 2795208)
Huh? The article says that they were trying to manually trim the plane to get the nose up and couldn’t do it so they turned the trim cutoff switches back on and that’s when the final nose down input occurred.
Sent from my iPhone using Tapatalk |
Originally Posted by pangolin
(Post 2796157)
Better articles out. They couldn’t move the wheel due to aerodynamic forces.
Not looking good for the Max... Sent from my iPhone using Tapatalk |
Originally Posted by pangolin
(Post 2796157)
Better articles out. They couldn’t move the wheel due to aerodynamic forces.
Wonder how well one can manually move the trim wheel in 737NG while at Vmo Sent from my iPhone using Tapatalk |
Originally Posted by WestCoastFlyr
(Post 2796109)
Wow. Reading that preliminary report, it certainly does appear the manual trim was applied in the wrong direction.
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