NTSB의 1차(32분), 2차(43분) 브리핑을 듣고 필요한 부분만 요약해 보았습니다. 6시 예정인 3차 브리핑을 기다리고 있는데 지연되고 있네요. 파일럿 인터뷰 이 후라 좀 더 많은 정보가 나올 거라고 예상됩니다.
첫 브리핑 (July 7, 2013)
<Cockpit Voice Recorder> CVR로부터 얻은 정보
the flight is cleared for the visual approach to runway 28L (confirmed by the crew)
28L에 visual approach 허가를 받았다.
the aircraft was configured for the approach with flaps at 30 degrees and the gear down (based on Cockpit Voice Recorder, the communications between crews)
APP하기위해 Flap 30, 랜딩 기어 다운한 상태
the target speed for the approach was 137 knots.
타겟 스피드는 137노트이다.(조종사들에 의한)
the approach procedure normally as they descend. there is no discussion of any aircraft abnormal or concerns with the app.
하강할 때 APP 절차는 정상적이었고, 비행기의 비정상에 대한 대화나 APP에 대한 우려는 없었다.
a call from one of crew members to increase speed was made approximately 7 seconds prior to impact.
충돌 7초 전, 조종사중 한명이 속도를 높여야한다는 말을 한다.
the sound of the stick shaker occurs approximately 4 seconds prior to impact.
충돌 4초 전, Stick Shaker 소리가 남.
a call to initiate a go-around occured 1.5 seconds before the impact.
충돌 1.5초 전, GA를 실행한다는 말을 함
<Flight Data Recorder> FDR로부터 얻은 정보
during approach, the data indicates the throtles were at idle and airspeed was slower below target airspeed.
APP동안, 쓰로틀은 Idle에 있고, 비행속도는 타겟 스피드(137노트)보다 낮았다.
the throtles are advanced a few seconds prior to impact and the engines appeared to respond normally.
충돌 몇 초 전, 쓰로틀은 전진했고, 엔진은 정상반응한 것으로 보인다.
<Rwy 28L> 28L활주로에 대한 내용
1200 operations per a day
하루에 1200 이착륙
threshold elevation 13 feet
활주로 도입은 13피트 (해수면위로)
g/s out of service
G/S는 작동하지 않았음
PAPI out of service post crash
PAPI는 충돌로 파손되어 '사고 이 후' 현재 작동하지 않음.(이전에는 작동했다는 뉘앙스였음)
<weather>
southwest, 210 with 7 knots, 10 miles visibility, no reports of windshear or adverse conditions
당시 바람은 남서풍 210에서 7노트로 풀었고, 시정 10마일, 윈드세어나 기상 악조건에 대한 보고는 없다.
<air traffic control>
give to the crew a visual clearance handling appeared routine until the controller noticed that the aircraft hit the see wall.
ATC는 visual clearance를 주었고, 관제탑(controller)이 비행기가 방파제에 부딪치는 것을 알기 전까지, 통상적으로 대처한 것으로 보인다.
the controller declared emergency. no prior distress calls or requests for special support or problems were noted in the air traffic control tapes between the controller and the Asiana crew
관제탑이 비상상황을 선언했다. 타워와 조종사 사이의 ATC녹음을 보면, 비상신호나 특별지원이나 문제에 대한 '선요청'은 없었다.
두번째 브리핑 (July 8, 2013) - FDR 관련만 요약
<FDR>
data have indicated that there was no abnormally steep descent curve that's been detected.
데이타에 의하면, 급강하는 나타나지 않는다.
at about 1600 feet, the auto-pilot disengaged ,82 seconds prior to impact.
at about 1400 feet, their airspeed was approximately 170 knots, 72 seconds prior to impact.
at about 1000 feet, the airspeed was approximately 149 knots, 54 seconds prior to impact.
at about 500 feet, the airspeed was approximately 134 knots, 34 seconds prior to impact.
at about 200 feet,the airspeed was approximately 118 knots, 16 seconds prior to impact.
at about 125 the throtles started moving forward and the airspeed was approximately 112 knots, 8 seconds prior to impact.
about 2 seconds prior to impact, the flight data recorder recorded its lowest speed of 103.
at this time, the engines were at about 50% power and engine power was increaing.
at impact, the airspeed was approximately 106 knots.
첫댓글 하루사이에, NTSB측의 FDR관련 입장이 바뀌었네요.