More data from Flydubai crash

Russian investigator MAK has revealed that a nose-down push on the Boeing 737-800’s control  column coincided with a nose-down movement of its horizontal stabiliser as the aircraft transitioned from a go-around climb into a steep, high-speed dive to impact.

The aircraft, operating the 19 March scheduled flight FZ981 from Dubai to Rostov-on-Don, Russia, was smashed into tiny pieces by the impact, and there were no survivors among the 62 people on  board.

Earlier the MAK had stated there were no mechanical or systems failures revealed by the flight data recorder, but says it is still recovering components of the aircraft’s longitudinal control system to check there were no undetected anomalies.

The fatal approach to runway 22 took place at night in convective weather and windshear near the airport. MAK says a go-around was initiated at 220m altitude, and the nose-down yoke push and pitch-down motoring of the stabiliser occurred at 900m, while the cloudbase was recorded as 630m.

With each MAK data release, more similarities with the accident involving a Tatarstan Airlines 737-500 crash at Kazan in November 2013 are being revealed.

One thought on “More data from Flydubai crash

  1. On the morning of March 18, I awoke in Brussels to this news from an extended St. Paddy’s Day refuelling session. My immediate pint-lagged thought was, “Whip-Creamed Tartar sauce-2013 vintage- Déjà vu”, same movie, different cinema. So it is thus: A literal photocopy, photo-finish, replicating Tartarstan Airlines 363-operated by a B-735 on 17/11/2013 in Kazan-UWKD. Again, not unlike the way Air Asia 8501-operated by an A-320 on 28/12/2014, which crashed into the Java Sea was a photocopy, photo-finish of Air France 447-operated by an A-332 on 01/09/2009, which crashed into the Atlantic Ocean. Same move, different water depth.
    The 2 Airbuses crashed in a stalled nose-up attitude in “Alternate Law”, in an artificial deep-stall with the stabiliser trimmed at full nose-up travel following the irrational aft-side stick control order demand by 2 confused and stressed-out F/O’s and unknowing that the stab-trim was stabbing them in the Airbus Achilles tail, as there is no stab-trim switch to trim the elevator on the side stick in Normal/Alternate or Direct Law.
    The 2 Boeings crashed in an un-stalled nose-down attitude in the Outlaw non-FBW law of Ballistic Gravity, with the stabilizer trimmed at full nose-down travel following a rational nose down elevator demand to level off after G/A.
    The Somotrographic illusion Lesson of FlyDubai 981 operated by a B-738 on March 18 2016 is this, “the nose down trim input came from the stabilizer trim switch at the control column and lasted for 12 seconds”. Translation: Trim is best used as a squirt or a splash at MAX. A 12 second shower results in a shower of molten metal. And on a Boeing in this respect, the crew need to make a physical effort to kill themselves. An Airbus ,by demonstrable contrast, has removed such physical effort.

    Optimal A/P all engine G/A as demonstrated to Melbourne/YMML’s RWY16 on a B-773ER executed by Virgin Australia’s Ken Pascoe in left seat.


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