Byker
July 2nd 15, 11:51 PM
Pilot's last words
http://www.wsj.com/articles/transasia-pilot-shut-down-working-engine-before-taiwan-crash-1435815552?mod=yahoo_hs
ATC Time 1051:39
GE 235 began take off roll.
1051:43
Pilot Monitoring (PM) called: "No ATPCS armed", and Pilot Flying (PF)
replied: "Ok, continue take off."
(ATPCS: Automatic Take-off Power Control System)
1051:51
PM called: "Oh, there it is ATPCS armed."
1052:01
The aircraft lifted off and climbed out. Autopilot was engaged after take
off check completed. The aircraft turned right after 1,000 ft.
1052:38
After climbing to 1,200 ft. master warning sounded. Engine and Warning
Display (EWD) showed "ENG2 FLAME OUT AT TAKE OFF" procedures.
1052:41
PF disengaged autopilot while the flight was climbing to 1,300 ft.
1052:43
PF announced: " I will pull back engine one throttle," and PM replied: "Wait
a second, cross check". At this moment ENG1 PLA (Power Lever Angle) record
indicated a reduction from 75 degrees to 66 degrees.
1053:00
PM replied: "Ok, engine flame-out check," and continued announcing: "Check
up trim, yes, auto feather yes."
1053:06
PF said: "Pull back number one," and ENG1 PLA record showed a reduction to
49 degrees. Meanwhile, PM said: "OK, now number two engine flame-out
confirmed."
1053:09
PF relied: "OK." However, ENG1 PLA remained at 49 degrees. The aircraft
reached its highest altitude of 1,630 ft. and started to descend at 102
knots.
1053:13
Stall warning sounded with stick shakers activated. PM called: "OK, push
push back."
1053:15
PF said: "Shut" and PM replied: "Wait a second throttle throttle." Between
1053:13 and 1053:15, ENG2 PLA was advanced to 86 deg. and ENG1 PLA was
retarded to 34.5 deg. (idle position.)
1053:19
PF said: "Number one," followed by "feather shut off". Meanwhile, PM said
"number feather". Stall warning revived and stick pusher was in effect until
1053:27.
1053:22
PM said: "OK," and PF said: "Uh, number one."
1053:24
ENG1 Condition Lever (CL) was in fuel shut off position. Six seconds later
ENG1 propellers were in feather position.
1053:35
PM declared emergency on engine flame-out to Songshan tower. Between 1053:46
and 1054:04 PF attempted to reengaged autopilot twice but failed. The
aircraft stalled again during the time.
1054:05
PM sai:d "Both sides lost." Two seconds later PM said: "No engine flame-out.
We lost both sides."
1054:09
PF announced: "Restart the engine," while the aircraft was at 545 ft with
speed at 105 knots.
1054:20
ENG1 CL was advanced from fuel shut off position.
1054:25
PM said: "Cannot restart it," while the aircraft was at 401 ft. with speed
106 knots. ENG1 NH1 speed recorded an increase to 30%.
1054:27
PF said: "Wow, pulled back the wrong side throttle," while aircraft was at
309 ft. with speed 105 knots.
1054:34
"Pull-up," warning issued by Enhanced Ground Proximity Warning System
(EGPWS) sounded. The aircraft was at 83 ft. with speed 108 knots.
1054:35
At an altitude of 55 ft. with a speed of 106 knots, the aircraft increased
its left bank from 10 deg. to 80 deg. and its left wing collided with a taxi
driving on an elevated expressway at the left bank of Keelung River. The
left wing continued to hit the fence of the expressway as well as a light
pole, before it crashed into the Keelung River.
http://www.wsj.com/articles/transasia-pilot-shut-down-working-engine-before-taiwan-crash-1435815552?mod=yahoo_hs
ATC Time 1051:39
GE 235 began take off roll.
1051:43
Pilot Monitoring (PM) called: "No ATPCS armed", and Pilot Flying (PF)
replied: "Ok, continue take off."
(ATPCS: Automatic Take-off Power Control System)
1051:51
PM called: "Oh, there it is ATPCS armed."
1052:01
The aircraft lifted off and climbed out. Autopilot was engaged after take
off check completed. The aircraft turned right after 1,000 ft.
1052:38
After climbing to 1,200 ft. master warning sounded. Engine and Warning
Display (EWD) showed "ENG2 FLAME OUT AT TAKE OFF" procedures.
1052:41
PF disengaged autopilot while the flight was climbing to 1,300 ft.
1052:43
PF announced: " I will pull back engine one throttle," and PM replied: "Wait
a second, cross check". At this moment ENG1 PLA (Power Lever Angle) record
indicated a reduction from 75 degrees to 66 degrees.
1053:00
PM replied: "Ok, engine flame-out check," and continued announcing: "Check
up trim, yes, auto feather yes."
1053:06
PF said: "Pull back number one," and ENG1 PLA record showed a reduction to
49 degrees. Meanwhile, PM said: "OK, now number two engine flame-out
confirmed."
1053:09
PF relied: "OK." However, ENG1 PLA remained at 49 degrees. The aircraft
reached its highest altitude of 1,630 ft. and started to descend at 102
knots.
1053:13
Stall warning sounded with stick shakers activated. PM called: "OK, push
push back."
1053:15
PF said: "Shut" and PM replied: "Wait a second throttle throttle." Between
1053:13 and 1053:15, ENG2 PLA was advanced to 86 deg. and ENG1 PLA was
retarded to 34.5 deg. (idle position.)
1053:19
PF said: "Number one," followed by "feather shut off". Meanwhile, PM said
"number feather". Stall warning revived and stick pusher was in effect until
1053:27.
1053:22
PM said: "OK," and PF said: "Uh, number one."
1053:24
ENG1 Condition Lever (CL) was in fuel shut off position. Six seconds later
ENG1 propellers were in feather position.
1053:35
PM declared emergency on engine flame-out to Songshan tower. Between 1053:46
and 1054:04 PF attempted to reengaged autopilot twice but failed. The
aircraft stalled again during the time.
1054:05
PM sai:d "Both sides lost." Two seconds later PM said: "No engine flame-out.
We lost both sides."
1054:09
PF announced: "Restart the engine," while the aircraft was at 545 ft with
speed at 105 knots.
1054:20
ENG1 CL was advanced from fuel shut off position.
1054:25
PM said: "Cannot restart it," while the aircraft was at 401 ft. with speed
106 knots. ENG1 NH1 speed recorded an increase to 30%.
1054:27
PF said: "Wow, pulled back the wrong side throttle," while aircraft was at
309 ft. with speed 105 knots.
1054:34
"Pull-up," warning issued by Enhanced Ground Proximity Warning System
(EGPWS) sounded. The aircraft was at 83 ft. with speed 108 knots.
1054:35
At an altitude of 55 ft. with a speed of 106 knots, the aircraft increased
its left bank from 10 deg. to 80 deg. and its left wing collided with a taxi
driving on an elevated expressway at the left bank of Keelung River. The
left wing continued to hit the fence of the expressway as well as a light
pole, before it crashed into the Keelung River.