Re: [爆卦] 今天是華航名古屋空難30週年！
※ 引述《XSD (お元気ですが)》之銘言：
: 此次事故又被稱作華航名古屋空難，是台灣航空史上傷亡最嚴重的空難。
:
: 昨天看到空中浩劫第17季第9集，有此空難事故的詳細介紹，原本是可以避免的，看了真的很
: 難過。
正確集數 S18E09
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https://www.faa.gov/sites/faa.gov/files/SB_A300-22-6021.pdf
就事論事 A300-22-6021推出時
空中巴士跟航空公司說 這個Service Bulletin
是 Recommended
也就是說非強制 有空再更新
當時華航決定在要修FCC(Flight Control Computer)時一併更新
根據當時翻譯CI140查閱報告時查到以下段落
https://www.ptt.cc/bbs/Aviation/M.1530900100.A.0F2.html
3.1.10.3 Handling of Services Bulletins
Services Bulletins (hereinafter referred to as"SBs") are issued by the
manufacturers to notify each operator of the inspection and modification to
aircraft and their equipment.
SBs are generally divided into four compliance categories:
Mandatory
Recommended
Desirable
Optional
Upon receipt of an SB, operators, referring to the compliance category
described on the SB, determine whether or not it applies ot their airplanes
and
, if so, how they should implement it.
Mandatory SBs are usually implemented on earliest possible occasion.
If the SB is "Recommended" or any of the remaining categories, operators plan
to implement it on the most suitable occasion, taking into consideration their
their operational experience, maintenance schedules, and type of operation.
In China Airlines, the Maintenance Headquartrers first receive SBs,
and then the engineers belonging to the Chief Engineer Office determine the way
to implement each of teh SBs as well as the applicable airplane numbers after
evaluating and examining it. The determined results are entered in a form
calledTIPS(Technical Instruction Processing Sheet) which is then forwarded to the
Department of Maintenance Control after being examined by the Department of
Maintanance Control.
SB A300-22-6021 issued by Airbus Industrie dated June 24, 1993 with
compliance "Recommended" specified, conerned a modification to teh AFS, which
disengages the AP when a force in excess of 15kgf is applied ot the control
wheel in pitch axis during a flight in the GO AROUND mode above ratio altitude
400ft (see appendix 2).
To implement this SB, it was necessary to modify the two FCCs on each
aircraft to which it applied.
SB A300-22-6021 issued by Airbus Industrie dated June 24, 1993 with compliance
"Recommended" specified, concerned a modificaiotn to the AFS, which
disengages the AP when a force in excess of 15kgf is applied to the control
wheel in pitch axis during a flight in the Go Around mode above radio altitude
400 ft (See Appendix2).
To implement this SB, it was necessary to modify the two FCCs on each aircraft
to which it applied.
According to China Airlines, the actions they took after receipt of the SB
were as follows.
China Airlines received this SB on July 29, 1993. The SB B479AAM-22-007 of
Sextant Avionique, the manufacturer of FCCs, which is specified in the Airbus SB,
was issued on July 12, 1993. China Airlines, after receving the Sextant's SB,
issued on September 1, 1993, a TIPS(A300-6153) which contained instruction on
handing of the Airbus SB.
Since the compliance category of the SB A300-22-6021 was "Recommended", China
Airlines/ judged its implementation not urgent, and decided to carry out the
modification at the time when FCCs needed repair.
As of August 1993, China Airlines possessed six (6) Airbus airplanes of the
same type and the number of spare FCCs in stock was six. The number of the FCCs
removed from the company as a result of failure, and sent for repair to
Sextant
Avionique Asia PTE Ltd. (hereinafter referred to as "Sextant Singapore"),
was four in 1991 eight in 1992, and one as of this time in 1993.
Since the maintenance facility of China Airlines was not sufficiently equipped
for implementing the modification specified in the SB, China Airlines had to
send thier FCCs to Sextant Singapore which can carryout the modification. Con-
sequently, China Airlines planned to carry out the modificaiotn at the same
time as the repair of those FCCs removed iwing to failure, while talking into
consideration the time required for the modificaiton as well as keeping spare
FCCS neccessary to maintain operations.
However, no FCCs were remove from CHina Airlines' aircraft as a result of
failure, and sent to Sextant Singapore for repair in the period bbetween June 24,
1993 when the SB ws issued and April 26, 1994 when the accident occurred at
Nagoya Airport.
According to Sextant Avionique, the implementation of the modificaiotn of
FCCshad been arranged as follows:
The repair facilities of Sextant Avionique were located in France, America and
Singapore.
The SB A300-22-6021 was not "Mandatory" when it was issued. The syst-
em to made an acceptance of the modifcaiton avialable was established in Sep-
tember, 1993, But it was in December, 1993 that Sextant Singapore started the
modfication job at the request of airlines.
Like wise, the Sxtant's repair facilities in France and America started the
modificaiton of the FCC in April, 1994.
At the begining as stated before, China Airlines adopted the SB A300-22-6021,
but planned to accomplish the modifcations at the time when FCCs need repair
(because the modificaiton was not considered urgent). Since no FCCs had been
sent to Sextan Singapore for repair before the Nagoya accidet, the
modifcationsin accordance with ethe SB A300-22-6021 were not made.
懶人包
SB 分四等級
Mandatory
Recommended
Desirable
Optional
A300-22-6021 當時是Recommended
加上要做更新得把FCCs送去新加坡更換
所以華航決定等到有需要維修時再一併處理
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根據Service Bulletin原文
To provide autopilot disengagement by applying 15daN force on control column
in go-around mode above 400feet(radio altitude) this Service Bulletin
recommends to modify the software of both Flight Control Computers.
做了此更新後
重飛模式下 在無線電高度400呎以上 對操縱桿施以15daN的力
將解除自動駕駛
1daN約等於1.02kgf 換算約15公斤 也就是33磅
名古屋空難時 華航沒有A300模擬機
機長去泰國受訓 泰國模擬機有做A300-22-6021更新
所以機長才會一直叫副機長壓下去
副機長去法國受訓 法國模擬機還沒更新A300-22-6021
當時為了翻譯名古屋空難我可是跑去民航局調了大園空難的中文事故報告...
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推
04/26 21:22,
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, 1F
04/26 21:22, 1F
※ 編輯: ttnakafzcm (36.226.111.31 臺灣), 04/26/2024 21:25:11
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