4 engine. Altitude hold capability is available in both manual and command modes of the autopilot, but the altitude mode switch is off for PMS operation. Given these circumstances, the Safety Board explored the reasons why the captain was not alert to this condition and why he was not monitoring his attitude direction indicator more closely during this phase of the operation. whose tops were reported to be at or about 37,000 feet. The system also stores up to 36 navigational waypoints (fixes), and, when given waypoint control, it will transmit waypoint data to the Inertial Navigation System (INS), which is interfaced through the autopilot to the airplane's lateral flight controls. In conclusion, the Safety Board believes that the loss of thrust on the No. According to the relief flight engineer, during the dive he "saw only the number 4 generator breaker (open) and CSD (constant speed drive) lights on, and heard no other warnings. During the flight, the flight engineer was off about 5 hours and had resumed his flight engineer's duties about 2 hours before the accident. Each generator is driven by its engine through a constant speed drive (CSD). At the time of the in-flight upset, according to the flight engineer, the essential bus selector switch was at the "normal" position and he did not move it either before, during, or after the upset.
Second, the investigation sought to determine why the flightcrew was unable to maintain control of the airplane after the loss of thrust on the No. In cases involving two runway overruns after landing, the flightcrews continued to use the autothrottle speed control systems (ATSC) during the approaches even though the indicated airspeeds provided by the ATSCs were well above the calculated approach speeds that the flightcrews had inserted into the systems. 1, 2, and 3 engines and manipulated their throttles somewhere above 30,000 feet; the cold temperatures existing at these altitudes will result in lower acceleration fuel flow available and a lower acceleration The flightcrew members on Flight 006 all possessed valid special purpose U.S. flight certificates. The facts showed that the first officer performed his communications duties in a timely manner; that he had warned the captain of the decreasing airspeed and the increasing right bank; that after the No. He said that he saw the captain disconnect the autopilot, that the airplane continued to bank to the right, and that he "told the captain it was banking right." With the speed mode selector switch in the "OFF" position and the altitude hold switch off, the pilot can vary the airplane's attitude by rotating the pitch control wheel on the autopilot manual control module in the desired direction. control for the climb, cruise, and descent flight modes above 2,500 feet above ground level (AGL) to maintain pilot selected altitudes and speeds. A flight in 1985 defeated the odds after landing without any fatalities despite an accident in the air.The China Airlines Flight 006 was a non-stop journey from Taipei to Los Angeles when, on February 19, suffered an engine failure.This caused it to freefall for thousands of feet, suffering extreme g-force.But how was the captain able to recover the plane and land it without any deaths?
The facts showed that the flight engineer did not review the alternate operations procedure for this malfunction before trying to restore the engine; however, the AOM states that this procedure may be performed "by recall or references," and also that the AOM may be reviewed before accomplishing the procedure. The captain had spent 5 days in Jeddah, Saudi Arabia, before returning to Taipei on February 14, 1985; Taipei time is 5 hours ahead of Jeddah time. The flight engineer stated that he did not think that the airplane lost a.c. electrical power during the upset and subsequent descent. The electrical panel would have been 2 to 3 feet to the right and slightly aft of him.