{"id":9946,"date":"2009-02-16T17:24:05","date_gmt":"2009-02-16T22:24:05","guid":{"rendered":"http:\/\/blog.jackjia.com\/?p=9946"},"modified":"2009-02-16T18:58:40","modified_gmt":"2009-02-16T23:58:40","slug":"20090216%e7%be%8e%e5%ae%a2%e6%9c%ba%e9%bb%91%e5%8c%a3%e5%ad%90%e6%8f%ad%e7%a7%98%ef%bc%9a%e5%9d%a0%e6%af%81%e5%89%8d%e7%bb%8f%e5%8e%86%e6%81%90%e6%80%9626%e7%a7%92","status":"publish","type":"post","link":"https:\/\/blog.jackjia.com\/?p=9946","title":{"rendered":"20090216\/\u7f8e\u5ba2\u673a\u9ed1\u5323\u5b50\u63ed\u79d8\uff1a\u5760\u6bc1\u524d\u7ecf\u5386\u6050\u601626\u79d2"},"content":{"rendered":"

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plane_crash_site.jpg
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\u51fa\u4e8b\u98de\u673a\u4e3a\u52a0\u62ff\u5927\u5e9e\u5df4\u8fea\u516c\u53f8\u751f\u4ea7\u7684\u201c\u51b2\u950b-8Q400\u201d\u578b74\u5ea7\u652f\u7ebf\u5ba2\u673a\u3002\u822a\u7a7a\u516c\u53f8\u8868\u793a\uff0c\u8fd9\u67b6\u98de\u673a\u521a\u51fa\u5382\u4e0d\u4e45\uff0c\u800c\u4e14\u62e5\u6709\u5f88\u597d\u7684\u5b89\u5168\u7eaa\u5f55\u3002\u76ee\u524d\uff0c\u5171\u6709220\u67b6\u540c\u578b\u53f7\u98de\u673a\u5728\u4e16\u754c\u5404\u5730\u7684\u822a\u7a7a\u516c\u53f8\u4e2d\u8fd0\u9001\u65c5\u5ba2\uff0c\u662f\u4e2d\u5c0f\u822a\u7a7a\u516c\u53f8\u548c\u4e2d\u7a0b\u4ee5\u4e0b\u822a\u7ebf\u7684\u201c\u5ba0\u513f\u201d\uff0c\u4f46\u201c\u51b2\u950b-8Q400\u201d\u578b\u5ba2\u673a\u9664\u51b0\u6027\u80fd\u4e00\u822c\uff0c\u5bb9\u6613\u53d1\u751f\u673a\u4f53\u7ed3\u51b0\u73b0\u8c61\u3002<\/p>\n

2007\u5e74\uff0c\u8fd9\u79cd\u98de\u673a\u66fe\u56e0\u5728\u4e09\u5929\u5185\u53d1\u751f\u4e24\u6b21\u4e25\u91cd\u4e8b\u6545\u800c\u6839\u636e\u5382\u5bb6\u8981\u6c42\u5168\u90e8\u505c\u98de\u63a5\u53d7\u68c0\u67e5\u3002\u4e0d\u8fc7\uff0c\u672c\u6b21\u4e8b\u6545\u7684\u8c03\u67e5\u4eba\u5458\u5df2\u7ecf\u786e\u4fe1\uff0c\u5728\u5e03\u6cd5\u7f57\u5760\u6bc1\u7684\u201c\u51b2\u950b-8\u201d\u5ba2\u673a\u4e0a\u7684\u4e24\u53f0\u53d1\u52a8\u673a\u201c\u5de5\u4f5c\u6b63\u5e38\u201d\u3002\u8d44\u6599\u663e\u793a\uff0c\u201c\u51b2\u950b-8\u201d\u4e2d\u578b\u5ba2\u673a\u914d\u6709\u4e24\u90e8\u6da1\u8f6e\u87ba\u65cb\u6868\u53d1\u52a8\u673a\uff0c\u53ef\u6bd4\u76f8\u540c\u7ea7\u522b\u7684\u55b7\u6c14\u5f0f\u98de\u673a\u8282\u6cb930-40%\u5de6\u53f3\u3002\u8fd9\u6837\uff0c\u5728800\u516c\u91cc\u4ee5\u5185\u7684\u77ed\u9014\u822a\u7ebf\u4e0a\uff0c\u6b64\u7c7b\u201c\u8001\u5f0f\u87ba\u65cb\u6868\u201d\u98de\u673a\u7684\u7ade\u4e89\u529b\u8fdc\u8fdc\u5f3a\u4e8e\u6ce2\u97f3-737\u98de\u673a\u3002\u76ee\u524d\uff0c\u5e9e\u5df4\u8fea\u516c\u53f8\u6b63\u5728\u5f00\u53d1\u4e00\u79cd\u53ef\u642d\u4e5890\u540d\u4e58\u5ba2\u7684\u4e16\u754c\u4e0a\u6700\u5927\u7684\u6da1\u8f6e\u87ba\u65cb\u6868\u5ba2\u673a\uff0c\u4ee5\u4fbf\u5360\u636e\u66f4\u5927\u7684\u5e02\u573a\u4efd\u989d\u3002<\/p>\n

\u300a\u65f6\u4ee3\u300b\u5468\u520a\u5ba3\u79f0\uff0c\u5728\u5e03\u6cd5\u7f57\u5760\u6bc1\u7684\u201c\u51b2\u950b-8\u201d\u578b\u98de\u673a\u5b89\u5168\u7eaa\u5f55\u6b20\u4f73\uff0c2007\u5e74\u52a0\u62ff\u5927\u5e9e\u5df4\u8fea\u516c\u53f8\u66fe\u4e0b\u4ee4\u51e1\u662f\u6709\u4e00\u4e07\u6b21\u8d77\u964d\u8bb0\u5f55\u7684\u201c\u51b2\u950b-8\u201d\u578b\u98de\u673a\uff0c\u5fc5\u987b\u8981\u505c\u98de\u63a5\u53d7\u68c0\u67e5\u3002\u6b64\u524d\uff0c\u8fd9\u79cd\u98de\u673a\u66fe\u7ecf\u5728\u4e09\u5929\u5185\u53d1\u751f\u4e86\u4e24\u6b21\u4e25\u91cd\u4e8b\u6545\u3002\u76ee\u524d\uff0c\u5171\u6709220\u67b6\u540c\u578b\u53f7\u98de\u673a\u5728\u4e16\u754c\u5404\u5730\u7684\u822a\u7a7a\u516c\u53f8\u4e2d\u8fd0\u9001\u65c5\u5ba2\u3002<\/p>\n

\u8fd9\u79cd\u552e\u4ef72400\u4e07\u7f8e\u5143\u7684\u4e2d\u578b\u5ba2\u673a\u914d\u6709\u4e24\u90e8\u6da1\u8f6e\u87ba\u65cb\u6868\u53d1\u52a8\u673a\uff0c\u6bd4\u76f8\u540c\u7ea7\u522b\u7684\u55b7\u6c14\u5f0f\u98de\u673a\u8282\u6cb930-40%\u3002\u5728800\u516c\u91cc\u4ee5\u5185\u7684\u77ed\u9014\u822a\u7ebf\u4e0a\uff0c\u8fd9\u79cd\u98de\u673a\u7684\u7ade\u4e89\u529b\u8fdc\u8fdc\u5f3a\u4e8e\u6ce2\u97f3-737\u98de\u673a\u3002\u76ee\u524d\uff0c\u5e9e\u5df4\u8fea\u516c\u53f8\u6b63\u5728\u5f00\u53d1\u4e00\u79cd\u53ef\u642d\u4e5890\u540d\u4e58\u5ba2\u7684\u4e16\u754c\u4e0a\u6700\u5927\u7684\u6da1\u8f6e\u87ba\u65cb\u6868\u5ba2\u673a\uff0c\u4ee5\u4fbf\u5360\u636e\u66f4\u5927\u7684\u5e02\u573a\u4efd\u989d\u3002<\/p>\n

\u5c31\u5728\u7f8e\u56fd\u53d1\u751f\u673a\u6bc1\u4eba\u4ea1\u4e8b\u6545\u540e\u4e0d\u523024\u5c0f\u65f6\uff0c\u4e00\u67b6\u82f1\u56fd\u822a\u7a7a\u516c\u53f8\u7684\u5ba2\u673a\u5728\u4f26\u6566\u673a\u573a\u964d\u843d\u65f6\u524d\u8d77\u843d\u67b6\u65ad\u88c2\uff0c\u7ed3\u679c\u8ba9\u98de\u673a\u5728\u201c\u8111\u888b\u8d34\u5730\u201d\u7684\u60c5\u51b5\u4e0b\u6ed1\u884c\u4e86\u76f8\u5f53\u8ddd\u79bb\u3002\u6240\u5e78\uff0c\u673a\u4e0a71\u540d\u4e58\u5ba2\u548c\u673a\u7ec4\u4eba\u5458\u4e2d\uff0c\u53ea\u6709\u4e00\u4eba\u53d7\u8f7b\u4f24\uff0c\u5176\u4ed6\u4eba\u90fd\u5b89\u5168\u9003\u79bb\u4e86\u73b0\u573a\u3002<\/p>\n

\n

Pilot’s actions under scrutiny in Buffalo crash<\/strong><\/p>\n

Feb 16, 2009 12:20 PM <\/p>\n

THE ASSOCIATED PRESS<\/p>\n

BUFFALO, N.Y.\u2014The sounds of the last desperate minutes in the cockpit aboard Flight 3407 could be clues to the cause of a crash that came violently and suddenly, with the doomed plane dropping steeply and pitching and rolling like a rollercoaster. <\/p>\n

Investigators in Washington and Buffalo have begun an in-depth study of the plane\u2019s voice cockpit and voice data recorders. <\/p>\n

They also plan to scrutinize all pieces of the engines to learn whether the Canadian-built plane was intact when it hit the ground. Steve Chealander of the National Transportation Safety Board said the engines would be taken by crane from the debris field Monday. <\/p>\n

Families of the victims were hoping to visit the site as well, Chealander said. <\/p>\n

On Sunday, Chealander released facts illustrating how the Continental Connection flight disappeared from radar late Thursday, plunging into a house and killing 50 people. <\/p>\n

Chealander said information from the plane\u2019s flight data recorder indicated that the aircraft pitched up at an angle of 31 degrees in its final seconds, then pitched down at 45 degrees. <\/p>\n

The plane rolled to the left at 46 degrees, then snapped back to the right at 105 degrees \u2014 15 degrees beyond vertical. <\/p>\n

Radar data shows Flight 3407 fell from 1,800 feet, or 550 metres, above sea level to 1,000 feet, or 300 metres, in five seconds, he said. Passengers and crew would have experienced G-forces up to twice as strong as on the ground. <\/p>\n

Authorities said Monday that gawkers continue to seek access to the site, forcing officials to again close a road that leads to the suburban Clarence neighbourhood where the plane crashed into a house, killing all 49 people on board and one person in the home. The victims included one Canadian. <\/p>\n

A road that leads to the neighbourhood was reopened to traffic about 6 p.m. Sunday but closed again after residents complained that people were parking cars and then trespassing on backyards in a bid to get close, according to Capt. Steven Nigrelli of the New York State Police. <\/p>\n

Three people have been arrested trying to get to the site, including a man caught hiding behind a home and videotaping the crash site Friday. <\/p>\n

The plane crashed belly-first on top of a house about 10 kilometres short of Buffalo Niagara International Airport, two to three minutes from when it should have touched down on the runway. <\/p>\n

Just before the plane went down, the pilots discussed “significant\u201d ice buildup on their wings and windshield. Other aircraft in the area told air traffic controllers they also experienced icing around the same time. <\/p>\n

Chealander said in an interview that the pilot may have rejected federal safety recommendations and the airline\u2019s own policy for flying in icy conditions by leaving the autopilot on even after he notified air traffic control that the flight crew had spotted ice on the leading edge of the wings and the windshield. <\/p>\n

The Bombardier Dash 8 Q400 plane, operated by Colgan Air, was equipped with a \u201cstick shaker\u201d and \u201cstick pusher\u201d mechanism that rattles the yoke to warn the pilot if the plane is about to lose aerodynamic lift, a condition called a stall. If not corrected in time, the mechanism automatically pushes the stick forward to avert a stall. <\/p>\n

Chealander said the plane was on autopilot until the \u201cstick shaker\u201d and \u201cstick pusher\u201d kicked in, automatically putting the plane back in the pilot\u2019s hands. <\/p>\n

At some point, the pilot switched on an anti-stall device that increases the speed of the plane by 20 knots and gives a pilot more margin to recover from a stall if it occurs. <\/p>\n

Asked whether the pilot might have overreacted by pulling the stick back when it automatically went forward, Chealander said, “Yes, it\u2019s possible.\u201d <\/p>\n

Still, he was careful not to be critical of the pilot. <\/p>\n

\u201cEverything that should have been done was done, so we keep looking,\u201d he said. \u201cWe keep looking, trying to find out why this happened.\u201d <\/p>\n

Chealander said the plane\u2019s de-icing system was turned on 11 minutes after it took off from Newark, N.J., and stayed on for the entire flight. Indicator lights showed the system appeared to be working. <\/p>\n

He said the pilot was being \u201cvery conservative\u201d by turning it on so soon. <\/p>\n

Investigators who examined both engines said they appeared to be working normally at the time of the crash. <\/p>\n

Colgan Air operates a fleet of 51 regional turboprops for Continental Connection, United Express and US Airways Express. <\/p>\n

\n

Victims of the crash of Flight 3407<\/strong><\/p>\n

Updated: 02\/15\/09 04:39 PM<\/p>\n

The following people are confirmed victims of the Flight 3407 crash Thursday in Clarence. A complete list of the 49 people on the flight from Newark, N.J., to Buffalo has not been released by the airline or by authorities. These names have come from a variety of sources, including friends and family. <\/p>\n

? MARY JULIA ABRAHAM, 44<\/p>\n

? GEORGE ABU-KAREM, 27,TIBERIAS, ISRAEL<\/p>\n

? DAVID M. BORNER, 49, PENDLETON<\/p>\n

? LINDA DAVIDSON, 61, WESTFIELD<\/p>\n

? RONALD DAVIDSON, 66, WESTFIELD<\/p>\n

? ALISON L. DES FORGES, 66, BUFFALO<\/p>\n

? BEVERLY ECKERT, 57, STAMFORD, CONN. <\/p>\n

? JOHN FIORE, 60, GRAND ISLAND<\/p>\n

? BRAD GREEN, 53, AMHERST<\/p>\n

? RON GONZALEZ, 44, NEW BRUNSWICK, N. J.<\/p>\n

? ZHAOFANG GUO, 53, AMHERST <\/p>\n

? KEVIN JOHNSTON, 52, EAST AMHERST<\/p>\n

? STEVE JOHNSON, NORTHROP GRUMMAN EMPLOYEE <\/p>\n

? ELLYCE KAUSNER, 24, CLARENCE<\/p>\n

? NICOLE KORCZYKOWSKI, NEW YORK CITY<\/p>\n

? JEROME KRASUSKI, 53, CHEEKTOWAGA<\/p>\n

? BETHANY KUSHNER, 19, ANGOLA<\/p>\n

? SEAN LANG, 19, MONTGOMERYVILLE, PA.<\/p>\n

? MADELINE LOFTUS, 24, PARSIPPANY, N. J. <\/p>\n

? LORIN MAURER, 30, PRINCETON, N. J. <\/p>\n

? COLEMAN MELLETT, 34, EAST BRUNSWICK, N. J.<\/p>\n

? DON MCDONALD, 48, FORT ERIE, ONT. <\/p>\n

? DAWN MOSSOP, 48, BLOOMFIELD, N. J. <\/p>\n

? DONALD MOSSOP, 42, BLOOMFIELD, N. J.<\/p>\n

? SHAWN MOSSOP, 12, BLOOMFIELD, N. J.<\/p>\n

? JENNIFER NEILL, 34, CLARENCE<\/p>\n

? GERRY NIEWOOD, 64, GLEN RIDGE, N. J.<\/p>\n

? JOHNATHAN PERRY,27, NEW YORK CITY<\/p>\n

? MARY \u201cBELLE\u201d PETTYS, 50, WEST SENECA<\/p>\n

? DONNA PRISCO, 52, RANDOLPH, N. J.<\/p>\n

? MATILDA QUINTERO, 57, WOODBRIDGE, N. J.<\/p>\n

? FERRIS REID, 44, BLOOMFIELD, N. J.<\/p>\n

? CAPT. MARVIN RENSLOW, 47, LUTZ, FLA..<\/p>\n

? JOHN ROBERTS III, 48, INDIA<\/p>\n

? REBECCA SHAW, 24, MAPLE VIEW, WASH.<\/p>\n

? JEAN SRNECZ, 59, CLINTON, N. J. <\/p>\n

? DARREN TOLSMA, 45, LANCASTER<\/p>\n

? SUSAN WEHLE, 55, AMHERST<\/p>\n

? ERNEST WEST, 54, CLARENCE<\/p>\n

? DOUGLAS C. WIELINSKI, 61, CLARENCE<\/p>\n

? CLAY YARBER, 62, RIVERSIDE, CALIF.<\/p>\n

? CAPT. JOSEPH ZUFFOLETTO, 27, JAMESTOWN<\/p>\n

\n

Final descent was nearly 20 times faster than normal<\/strong><\/p>\n

Updated: 02\/16\/09 12:39 PM<\/p>\n

Mary B. Pasciak and Aaron Besecker
\nNEWS STAFF REPORTERS<\/p>\n

Everything seemed normal for the first 59 minutes and 34 seconds of Flight 3407 from Newark to Buffalo.<\/p>\n

But the last 26 seconds launched a terrifying descent in which the crew tried to regain control of the plummeting plane as it was rolling and twisting, according to information retrieved from the two black box recorders of the ill-fated plane and released Sunday.<\/p>\n

A minute before the plane crashed, nothing appeared amiss. The autopilot was controlling the descent at 154 mph, the landing gear and flaps were lowered, and, at 1,650 feet above the ground, the plane was on course for landing on Runway 23 at Buffalo Niagara International Airport.<\/p>\n

But 34 seconds later, the plane suddenly went out of control and began a deadly roller-coaster descent that ended at 10:20 Thursday night.<\/p>\n

The pilot and first officer heard a warning tone, signaling that the autopilot had automatically disengaged.<\/p>\n

Instead of easing toward the landing strip at a gradual descent, the nose of the plane suddenly pitched up at a 31-degree angle, far steeper than what’s normal for a plane during takeoff.<\/p>\n

At that point, it appears that the crew took over from the autopilot and rammed the throttles all the way forward, trying to prevent the plane from stalling.<\/p>\n

Seconds later, the nose of the plane dipped dramatically. At the same time, the plane rolled to the left, its left wing dipping and the right wing pointing up. Then the plane rolled even more dramatically to the other side.<\/p>\n

Inside the cabin, passengers and crew felt a gravitational pull of two Gs, twice the force of gravity.<\/p>\n

The wings then came back toward level flight. But the nose of the plane still pointed down, and the plane was pointed in the opposite direction from the airport. It had reversed direction.<\/p>\n

Continental Connection Flight 3407 also was dropping nearly 20 times faster than normal \u2026 falling 800 feet in 5 seconds. The last recorded data showed the plane 250 feet above ground level, at 115 mph, less than 5 seconds before impact.<\/p>\n

Finally, the plane hit flat on the ground, igniting a fireball that took the lives of all 49 people onboard and one in the Clarence Center house it struck.<\/p>\n

That is the terrifying sequence of events that federal investigators reconstructed for reporters Sunday evening in a hotel in Amherst.<\/p>\n

What caused the plane to pitch out of control and crash remains a question, according to representatives from the National Transportation Safety Board. But some of the details of the final moments of the flight have started coming to light.<\/p>\n

It is too early to determine what role icing played, said Steven R. Chealander, the NTSB member overseeing operations locally. The flight’s crew had reported “significant” icing on the windshield and leading edge of the wings. “Significant,” however, is not a technical term, but merely the words the crew chose to describe what they saw.<\/p>\n

Icing is categorized by the Federal Aviation Administration as light, moderate or severe.<\/p>\n

“We have not gotten reports yet suggesting it was severe icing,” Chealander said.<\/p>\n

The takeoff of Flight 3407 was delayed for more than two hours from New Jersey on Thursday night, departing at 9:20. The delay, though, was related to winds as high as 57 mph in the metropolitan New York City area, Chealander said, not because of any weather conditions in the Buffalo area.<\/p>\n

“It really was not a bad weather day, and they chose to launch,” he told reporters gathered at the Buffalo\/Niagara Marriott in Amherst.<\/p>\n

The crew turned on the de-icing system 11 minutes after takeoff, and it remained on throughout the flight, he said.<\/p>\n

As in most routine flights, autopilot was engaged, controlling the plane’s maneuvers prior to landing. But the autopilot shut off just half a minute after the landing gear was lowered, signaling to the flight crew that conditions were too extreme for autopilot to handle.<\/p>\n

As federal investigators continue to comb through the evidence, the level of icing is likely to become a key factor. The manufacturer of the twin-engine Bombardier Dash 8 Q400 turboprop recommends that in “severe” icing, autopilot be disengaged so the pilot can correct for weather conditions more efficiently, Chealander said.<\/p>\n

In general, the NTSB recommends that when icing occurs, “you might want to disengage the autopilot so you have a manual feel for what might be changing because of the ice,” he said.<\/p>\n

“We suggest you take it off autopilot to better feel the airplane and stay ahead of changes as a result of the icing,” he said.<\/p>\n

But the FAA offers a different recommendation to pilots who encounter icing conditions.<\/p>\n

This federal agency encourages pilots to “use the autopilot to help you handle the workload in these highly intense weather situations. To say they shouldn’t have been flying on autopilot is not correct,” Chealander said.<\/p>\n

The FAA has not adopted the NTSB’s guidelines.<\/p>\n

And that point, in the months ahead, may become a point of contention between the FAA, which regulates aviation, and the NTSB, which is charged with investigating various types of transportation accidents.<\/p>\n

“The FAA sees things a little differently than we do,” said the NTSB’s Chealander.<\/p>\n

Both organizations are federal agencies under the umbrella of the Department of Transportation. Neither has direct oversight of the other.<\/p>\n

Investigators are continuing to dig through the debris on Long Road in Clarence, still searching for the remains of victims, as well as pulling out plane parts. “The plane doesn’t seem to have lost anything prior to impact,” Chealander said.<\/p>\n

Crews have found all six blades to Engine 2, he said. Engine 1 was consumed by fire, but fragments of four blades, all badly burned, have been found.<\/p>\n

A crane is being used to lift the engines and put them on the road for investigators to examine, he said. <\/p>\n

In addition to its de-icing system consisting of pneumatic boots and electrically heated propellers, the plane also has a related, “sophisticated” system that helps deal with icing, Chealander said.<\/p>\n

If the pilot flips the “reference speed increase switch,” the instruments add a margin to the “stall speed,” or the speed at which the wings no longer create lift and the plane drops.<\/p>\n

“It basically adds 20 knots [about 23 mph] to everything you’re doing to help protect you against a stall,” he said. “From every indication that we’ve got right now off [the] flight data recorder and so forth, that switch was engaged.”<\/p>\n

Chealander said airline representatives have told the safety board that all pilots received training in winter operations prior to this season. During that training, pilots were instructed they should activate de-icing systems before the planes enter icing conditions, he said.<\/p>\n

The NTSB will continue to piece together evidence and try to determine what caused the disaster. But that may require considerable time.<\/p>\n

mpasciak@buffnews.com abesecker@buffnews.com<\/p>\n

http:\/\/www.buffalonews.com\/home\/story\/580853.html<\/p>\n","protected":false},"excerpt":{"rendered":"

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