1993年东航583事故的两个问题 malpenn2022-03-29 01:07:56

美国交通部的调查报告

1.俄罗斯机场有没有拒绝东航降落， 调查报告里没提

Prior to the accident, the radio operator was providing position reports to the Honolulu Aeronautical Radio Incorporated (ARINC) communication specialist, who, in turn, transmitted the airplane's position to the Oakland Air Route Traffic Control Center (ARTCC).

At 0123, the Honolulu ARINC communications specialist received a request from flight 583 for a deviation to the nearest airport because of an 5 emergency. One minute later, he reported that the emergency was due to a "sick passenger." At 0125, the radio operator again contacted the Honolulu ARINC and reported that there were injured passengers onboard due to "severe turbulence," and he declared an emergency. Through ARINC, the Oakland ARTCC controller then issued a clearance for flight 583 to divert to Shemya.

The airplane remained airborne for approximately 2 hours after the accident, and the flightcrew dumped fuel en route to reduce the airplane's landing weight. At 0329, an uneventful instrument landing system (ILS) approach and landing were made on runway 28 at Shemya. The accident occurred during the hours of darkness at approximately 39 degrees north latitude, and 172 degrees east longitude. 

不过从当时的位置来说，飞机距离 Shemya 岛，要比任何一个俄国机场近

2.事故原因

Probable Cause

The National Transportation Safety Board determines that the probable cause of this accident was the inadequate design of the flap/slat actuation handle by the Douglas Aircraft Company that allowed the handle to be easily and inadvertently dislodged from the UPBET position, thereby causing extension of the leading edge slats during cruise flight. The captain's attempt to recover from the slat extension, given the reduced longitudinal stability and the associated light control force characteristics of the MD-11 in cruise flight, led to several violent pitch oscillations.

Contributing to the violence of the pitch oscillations was the lack of specific MD-11 pilot training in recovery from high altitude upsets, and the influence of the stall warning system on the captain's control responses. Contributing to the severity of the injuries was the lack of seat restraint usage by the occupants. 

调查报告太长，我只读了摘要，证实了我的猜想。飞行员的误操作与手柄的设计不当有关。如此重要的操控一不小心就触发，是设计问题

是的，这是源问题。另造成更大损害的是副驾驶发现前缘襟翼不当放出后急忙收回，这是直接反应，太不应该，而必须边收襟翼边拉杆。

查了下，对副驾驶这个应对不当的修正都没怎么提。或许是没经过这方面训练，所以责任或许不好说

调查报告里机长说是他自己在右座飞行；还说事故发生时，随机工程师和他都确认了襟翼拉杆在“收”的位置。

你下面引用的原文说，结论是，事故不是因为有些机组和乘客想象的紊流导致而是因为slat放出，

机长说没人放下襟翼，这里所引用的调查报告显然不这么认为。中文文章采用了调查报告的结论。看来机长有点掩盖嫌疑。

没听说过俄罗斯机场拒绝东航降落，只知道飞机降落时，美国救护车已在机场等待。