Flash Airlines CVR Transcript
 

Soeben erschienen, das CVR Transkript vom Absturz in HESH (B737-300) Flash Airlines.

Récit de l'historique du vol
In the following history, comments originally in Arabic are translated in to English and appear in italics. A complete transcription of the CVR is contained in Exhibit C, CVR Group Factual Report
[12 novembre 2004]

• Flash Airlines flight 604 Boeing 737-300 scheduling to depart Sharm El Sheikh at 0230 GMT 0430 local time.

• From Cockpit Voice Recorder information the first officer and observer were in the Cockpit at 02:14:30 the Captain was in the cockpit at 02:18:14.

• Load information and flight information were exchanged between the Flight Deck and Cabin Attendants.

• At 02:18:58 before start check list was requested by the Captain and was read by the F/O and responded by Captain and F/O completed at 02:20:17.

• The Cleared to Start checklist was carried out at 02:32:19, the After Start checklist at 02:35:36, and the Taxi checklist at 02:39:55.

• The ATC clearance was delivered at 02:38:15 and read back by F/O as follows:
ATC Flash 604 destination Cairo as filed climb initially flight level 140 1673 on the squawk.
F/O Our clear to destination via flight plan route 140 initially 1673 on the squawk Flash 604 we have total pax135 God willing.

• The Take Off checklist was completed at 02:40:05.

• Take off was initiated at 02:41:59 with standard call outs.

• At time 02:42:02 TOGA mode engaged and then disengaged at 02:42:04.

• Aileron movements during T/O roll and lift off were consistent with crosswind.

• At time 02:42:43, as the airplane was climbing through 440 feet the Captain requested Heading Select. The F/O confirmed the command and the FDR records that heading select mode was engaged.

• At time 02:42:48, Captain requested "Level Change"

• At time 02:42:49 the F/O announced "Level Change, MCP speed, N1 armed Sir".

• At time 02:42:59 the F/O announced "one thousand". At the same time, ATC reported the departure time and confirmed left turn clearance. The clearance was acknowledged by the F/O. This was the last ATC transmission from the flight crew. The aircraft rolled to 20ú left bank and began a climbing turn.

• The turn continued as the magnetic heading approached 140°(at an altitude of 3600 ft), at which point the bank angle decreased to approximately 5 left bank.

• At time 02:43:19, EgyptAir Flight (MSR 227), a flight from Hurgada inbounds to Sharm el-Sheikh called ATC. Conversations between ATC and MSR 227 continue for approximately 60 seconds.

• At time 02:43:37, the Captain called for the After Takeoff checklist. There was not audible response from the F/O.

• At time 02:43:55, the Captain called "Autopilot". There was no immediate response from the F/O or mode changes recorded on the FDR

• At time 02:43:58, the Captain stated "Not yet".

• At time 02:43:59, the FDR recorded the autopilot was engaged, and that the roll mode transition to CWS-R mode. This transition would have resulted in loss of Heading Select Mode

• At time 02:44:00, the F/O stated "Autopilot in command sir".

• At time 02:44:01, the captain stated "EDEELO", (an Arabic exclamation expressing a sharp response of some kind). At the same time, the FDR records momentary aileron surfaces movements. The right aileron deflected to 7.2 degree TEU for one second

• At time 02:44:02, the CVR records the autopilot disconnect warning and the FDR recorded the autopilot disengaged. The aural warning lasted for 2.136 seconds.

• During this time, an increase in pitch and decay in airspeed were observed.

• At time 02:44:05, the Captain requested heading select.

• At time 02:44:07, the F/O states "heading select" and the FDR records heading select mode engaging. This mode transition would have resulted in the reappearance of the flight director roll command bar. During this sequence, the aircraft’ left-bank continued to decrease at a slow rate until the airplane was briefly wings level.

• Beginning at this time, the FDR records a series of aileron motions that command a right bank and subsequent right turn.

• At time 02:44:18, the captain states "See what the aircraft did". At this point the aircraft bank angle was approximately 12° to the right.

• At time 02:44:27, the F/O states "Turning right, sir". Three seconds later, the captain responses "What". At the same time, bank angle is 17° to the right and the FDR records the aileron motions to increase the right bank.

• At time 02:44:31, the F/O states "Aircraft is turning right". One second later, the captain response "Ah"

• At time 02:44:35, the Captain states "Turning right", at this point, the bank angle was 23.6° to the right

• At time 02:44:37, the Captain states – "how turning right" , bank angle was 29.7

• At time 02:44:41, the Captain states "OK come out". At this point, the bank angle was slightly more than 40° right bank and the FDR records the ailerons returning to just beyond neutral, the high right roll rate stopped and a momentary left roll rate occurred resulting in a slight decrease in the right bank from 43° to 42° before additional aileron movements command an increase in the right bank.

• At time 02:44:41.5, the F/O states "Overbank". The bank angle at this time was just beyond 50° right bank. The airplane reaches its maximum altitude of just over 5460 feet.

• At time 02:44:41.7, the Captain states "Autopilot". He repeats the statement at 02:44:43.4.

• At time 02:44:44, the F/O states "Autopilot in command". No autopilot engagement was recorded on the FDR. The bank angle was approaching 60° right bank. Pitch angle was zero and altitude was 5390 feet.

• At time 02:44:46, the Captain again states "Autopilot".

• At time 02:44:48, the F/O states "Overbank, Overbank, Overbank". The bank angle was approaching through 70° right bank, pitch angle was 3° nose down and altitude was 5330 ft. Two seconds later, the Captain responds "OK". The FDR continues to record aileron motions that increase the right bank.

• At time 02:44:52.8, the F/O again states "Overbank". Bank angle was approaching 90°, pitch attitude was 23° nose down, and the altitude was 4860 ft.

• At time 02:44:53.4, the Captain responds "OK, come out". The FDR records aileron motions to increase the right bank.

• At time 02:44:56, the F/O states "No autopilot commander". Bank angle was 102°, pitch attitude was 37° nose down, and the altitude was 4100 ft.

• At time 02:44:58, the captain states "Autopilot". At the same time, the FDR records a large aileron motion to the left and the airplane begins rolling back towards wings level. The maximum bank angle recorded was 111° right.
Pitch attitude at that time was 43° nose down and altitude was 3470 feet.

• At time 02:44:58.8, the observer states "Retard power, retard power, retard power".

• At time 02:45.01.5, the captain states "Retard power", and the FDR records both engine throttles being moved to idle. The bank angle was 51° right bank, pitch attitude was 40° nose down and altitude was 2470 ft.

• At time 02:45:02, the CVR records the sound of the overspeed warning. The FDR records the airspeed as 360 KIAS.

• Recovery from severe Right Bank and nose down pitch continued

• At time 02:45:04.3, the captain states "Come out". Bank angle was 14° right, pitch attitude was 31° nose down, altitude was 760 ft, and airspeed was 407 KIAS.
At time 02:45:05, the CVR records a sound similar to ground proximity warning.

• A/C impacted the water at 02:45:06 with:
Bank Angle 24.6ú to the right
Pitch Angle 24ú Nose down
Vert. G. Load 3.9
Speed 416 Kts

http://www.civilaviation.gov.eg/flash.pdf

LG, Iris