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Crash Documentary
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Crash Documentary

Crash documentaries. Peru 1996.           

 

In October 1996 year passenger plane lost control, swerved off course and fell into the Pacific Ocean. Nobody could understand why it happened. The answer lay in the "black box" of the aircraft. Soon, investigators find that a simple human error caused a whole chain of events that eventually led to the tragedy.Crash Documentary See below for the site

 

October 2 1996 years. At the international airport. Jorge Chavez in Lima (Peru) flight 603 company «Aeroperu» preparing for a flight to Santiago (Chile). This was Boeing 757 - Reliable and safe aircraft. 603 Reis performed two excellent pilot. Captain Eric Schreiber and co-pilot David Fernandez. On board were 61 9 passengers and crew members. Most of these Chileans, who were returning home.

 

Check before the flight has been completed, and the co-pilot asked for dispatcher service. After receiving permission to take off, they taxied his Boeing 757 on the runway. Boeing 757 belonged to a new generation of aircraft, flights that were controlled by the computer. Pilots were accustomed to rely on the central data system designed to reduce the number of mechanical and human errors. Take-off was excellent. However, when the plane took off, the pilots received a very strange signal. While they flew, altimeters showed no lift height of the aircraft. They simply stood still. Then, out of order another very important instrument - the speed of light. The lights of the city behind us, and the plane was flying over the Pacific Ocean without a life-critical devices. In fact - it was fly blind.

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Dispatchers Lima kept in touch with the aircraft, and noted its course. Suddenly the alarm sounded. As stated by the onboard computer, there was something to turn the wheel.

 

Expert: When the alarm is flashing yellow light and is accompanied by an audible signal. The problem was in the ratio of the steering. This system should reduce the steering ratio, when the aircraft greatly increases the speed of flight. Since the system has received incorrect information from the faulty on-board computer, it triggers an alarm.

 

altimeters revived after a few seconds, and altitude readings returned to normal. The pilots tried to engage the autopilot. This would give them time to analyze the situation. To enable the autopilot were necessary identical data from two of the three onboard aircraft computer. However, the testimony of the captain's instruments and co-pilot were so different that the autopilot was not involved. No sooner had the pilots will focus on how again sounded the alarm. Microcomputer reported a strong roll of the aircraft. But the pilots did not feel it. The plane was flying quite normal.

 

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Expert: Aircraft stabilization system allows you to align the bank. It changes the angle of the horizontal stabilizer in the tail. But due to incorrect speed readings, it was a false alarm. The device made a mistake.

 

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Despite conflicting warnings and disconnected the autopilot the aircraft was under control. The captain would have hours to keep the aircraft at a height, but he decided to sit. The plane was already 60 kilometers from Lima, and the pilots hoped that managers will help them catch alive. They wanted to find a way back to the airport via the transmitter included in the instrument landing system. This system gave information about the course, and elevation data transmitted through the aircraft transponder.

 

Expert: the plane was under control, but it was important to find out what the problem is. Some time later, sitting in a chair clear, sunny day, it is easy to talk about it. However, on a dark night, when the instruments in the cockpit of whistling and squeaking in different ways, it was very difficult to analyze conflicting information.

 

Since the pilots could not themselves determine exactly the height and speed of flight, they asked the manager to lead them. The crew regularly requested information from the dispatcher they needed. Computer air traffic control center could rely on measurements of the speed of the aircraft relative to the earth movement. But neither the pilots nor the manager did not know that the height, which is displayed on the screen of the dispatch service was incorrect. It was issued out of service on-board computer of the aircraft.

 

Expert: The manager tried to help the pilots, but his height data were false. He received this information from the altimeter of the aircraft, and it worked wrong.

 

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Later investigation revealed that the plane was down, while the altimeter showed the pilots almost constant height in meters 3000. Passengers were completely unaware of what was happening in the cockpit. At this time, the co-pilot was trying to find some explanation for the alarm signals. However, in any directory not talking about those strange failures technology with which they are faced.

 

Flight Control Center continued to 603 flight back to the airport. However, having the wrong altitude information, they did not know that the plane was down.

 

Expert: One can imagine the state of the pilots. They flew without knowing his true speed. They tried to control the plane and changed the height, which naturally changed the readings. However, information has always remained incorrect.

 

Pilots have made superhuman efforts to save the plane and people. They are very tired of the incessant confusion and alarm. The crew had to rely on their own intuition, because the instrument performance has been very inconsistent.

 

Expert: They got a warning that the plane was losing speed. This meant that the plane fell from the sky. At the same time it sounded a warning that the speed is exceeded. Nothing can be understood. You either fall, or you have exceeded the speed. Such issues have never arisen.

 

Given this confusion, the pilots asked the controller about whether a number of aircraft that would be able to bring them to the airport.

Unfortunately, in this struggle of people and machines won Boeing 757. Pilots have had no idea where they were and at what altitude flying. Meanwhile, their height is only 300 meters above sea level. Dispatching also assured the pilots that they were at a safe height in meters 3000.

 

Pilots refused to attempt to land the plane. Their only hope remained another plane that could hold them back. In such an abnormal situation only other aircraft that could deliver his distress. He would become the master and to show the direction of movement. Only in this way it was possible to get out of a critical situation. But 603 board did not wait for the conductor. Surprisingly, the pilots heard the most terrible warning - ground proximity signal. It meant the risk of collision with the ground. At the captain's request manager he said that they are at the height of 1500 meters.

 

Expert: There was no way to inspect. In the cockpit while buzzing 7 or 8 different alarms. They could not be shut down. All the buzzing and ringing.

 

Despite the many false signals, the signal was correct. But the pilots have received many false warnings that did not pay attention to the signal earth approximation. Suddenly they realized the awful truth. Airplane wing scribbled on water. 20 seconds pilots fought for altitude. Despite all their efforts, the plane, once again hitting the wing water, rolled over and crashed with great force into the water.

 

The next morning, everyone knew about the plane crash. Information was little. It was known that the plane crashed into the Pacific Ocean. by accident investigation commission flew to the crash site. Immediately it became clear that surviving was not.

 

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Investigators had to find the "black boxes" to determine the cause of the disaster. They also appealed to the National Committee on Transportation Safety (NTSB). NTSB - is the leading organization to investigate the causes of accidents. Joint Commission lucky to quickly find the "black boxes". In turn, the American sailors have provided the necessary equipment for underwater research and finding the crash site debris.

 

Investigator: Exploring the wreckage of the plane, which had been scattered on the territory of 21 2,5 kilometer in length and width, I came to the conclusion that the plane disintegrated on impact with the water. This was confirmed by a fairly dense content of debris on the surface of the water. It was clear that the speed of impact of the water was very high.

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Black boxes were sent to Washington to study. Voice recording from the cockpit could give investigators the necessary information. Immediately it became clear that the pilots had problems with the definition of height and speed. The height and speed of the plane determined by a special system that uses sensors measure air pressure and provides the pilot data. If these sensors are blocked, an aircraft computer to generate false alarms. But for some reason, these sensors have been blocked? To answer this question special underwater robots were used.

 

Investigators were simply stunned when they found that the part of the captain of the sensors were covered with protective tape. Before leaving the technical staff cleaned the aircraft. In order not to spoil the sensors working airport sealed them with tape. It was standard procedure. However, he forgot to take it off! This small oversight has led to disastrous consequences.

 

Investigator: The tape is not removed. And when the plane took off, taped sensors were unable to detect. Devices are not determined nor height, nor the speed of flight. The plane rose higher, resulting in a completely abnormal readings.

 

The inspector, who was supposed to check the robot technicians did not. Its just that night was not, he was sick. Inspector to perform normal work mechanic who did not see anything suspicious. The captain also conducted pre-flight training, but he found nothing.

 

Investigator: A small piece of tape was the cause of the accident. But the tape had to be blamed, and the people who used it not where needed.

 

During the months before the crash 8 603 board such a tragedy happened to another aircraft company Boeing. Then, studies have shown that one of the sensors has been blocked. In such cases, immediately issued special bulletins, which specify how to avoid a repeat of the tragedy. However, «Aeroperu» recommendations and were not included.

 

With regard 603 flight, it should be noted that the night turned out to be the enemy pilots. They were in an extremely difficult situation. It was very difficult to fly a plane and analyze such a complex situation.

 

When investigators knew the answers to all questions about the plane crash, the trial began. Lawyers for the victims' relatives have accused Boeing company in that they produced aircraft with their inherent risk. The risk lies in the fact that the cleaning had to close the sensors in some material. And if it is not removed at the end of the cleaning - the plane fell. In turn, Boeing blamed the crash airline. That sealed the working gauges, although there is a clear indication and a warning has been written on this subject. Boeing also accused Captain Schreiber, in fact he spent the pre-flight inspection.

 

Judge: Actually, the captain did not have a chance to notice taped sensors. One reason is that they are very high. Somewhere at the height of 4,5-5 meters above the ground. At night, by the light of lanterns they are very difficult to distinguish. In addition, the sensors were taped silver tape which should not have been used. It is absolutely impossible to be seen against the background of the fuselage of the aircraft.

 

Workers who sealed sensors are sent to prison on charges of negligence resulting in death. The judge decided that he was guilty of what happened. In addition, the investigators found that the pilots were not acting quite right. They should not have to take any action, let alone try to sit up. They could fly at a given rate and wait for help from the other aircraft.

 

In 1999, the families of the victims received compensation 1 million dollars. Boeing has increased the requirements for the special plug for the sensors. Since such a situation situations overboard 603 «Aeroperu» was not.

 

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