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https://www.flightglobal.com/news/articles/goair-a320-crew-shut-down-wrong-engine-after-birdstr-455529/
https://goo.gl/HT1fjX
05 FEBRUARY, 2019 SOURCE: FLIGHT DASHBOARD BY: DAVID KAMINSKI-MORROW
Indian investigators have disclosed that the crew of a GoAir Airbus A320 shut
down the wrong engine after experiencing powerplant vibrations following a
birdstrike on take-off.
The aircraft (VT-GOS) had been departing runway 09 at Delhi, bound for
Mumbai, on 21 June 2017.
At around 115kt the aircraft suffered a birdstrike on the right-hand CFM
International CFM56 powerplant.
While an automated advisory alerted to high vibrations on the right-hand
engine, this was not called out by the first officer, says the Indian
government’s inquiry into the event.
Although the first officer queried whether the captain wanted to reject the
take-off – as the jet was still far below the V1 decision speed of 146kt –
the captain opted to proceed and diagnose the situation once airborne.
The inquiry says the captain had received “no input” regarding the engine
vibration.
Once airborne the first officer “misinterpreted” the N1 speed reading of
the right-hand engine as a vibration of the left-hand engine, the inquiry
states.
The first officer called out a beyond-limit vibration of the unaffected
left-hand engine and, as a result of the incorrect assessment, the left-hand
engine was incorrectly shut down around 30s after rotation.
Thrust of the problematic right-hand engine was increased and the aircraft
was left to climb on this engine alone for over 3min.
The first officer, says the inquiry, “repeatedly” advised the captain,
incorrectly, that the left-hand engine was experiencing out-of-limit
vibration.
Air traffic control directed the aircraft to stop climbing at around 3,300ft
and the captain subsequently realised that the vibration was actually
affecting the right-hand engine.
The crew, recognising the error, began to restart the left-hand engine but –
before it was fully operational – reduced the thrust on the right-hand
engine to ‘idle’.
Investigators point out that, at this stage, the aircraft was flying only on
idle thrust from an engine which had been suffering technical problems. The
initial attempt to restart the left-hand engine resulted in a fault, and the
crew increased power on the right-hand engine while rectifying the situation.
Once the first officer confirmed the left-hand engine was available, the
thrust on the right-hand engine was again reduced to ‘idle’ and that on the
left-hand engine set to ‘climb’.
In the process of starting the engine, says the inquiry, the aircraft “lost
a considerable amount of energy” but the crew “did not notice” that the
airspeed was bleeding away, to as little as 127kt.
Combined with the crew’s manual handling, because the autopilot kept
disengaging, this resulted in the activation of the A320’s stall-protection
system. This activation persisted for 28s until the aircraft had descended to
2,600ft.
The crew continued to receive vibration alerts for the right-hand engine,
which remained in an out-of-limit state for 6min.
Investigators add that the crew returned to Delhi to land, but initially had
to execute a go-around because the aircraft was too high on the approach. The
aircraft landed on runway 10 without further incident, on a single engine, on
its second attempt.
The inquiry says the captain did not refer to the quick-reference handbook
for the vibration situation after departure, and shut down the wrong engine
instead of simply reducing the affected engine’s thrust below an advisory
threshold.
It adds that the captain “never checked and confirmed” the first officer’s
observations, even though the first officer was misidentifying the affected
engine.
Even after realising the error the crew failed to follow the correct
procedure to restart the left-hand engine, resulting in the fault which
delayed the relight.
翻譯米糕 2017/6/21 Go Air A320 VT-GOS
在德里RWY09起飛時右發動機(2號)撞鳥 當時速度115kts
該航班的決斷速度是146kts 照理來說可以報RTO 但沒報
起飛後FO卻說有問題的是左發動機(1號)
於是乎機長把1號給關了 只靠2號在飛
由於關錯了發動機 問題當然沒有解決
30秒後 CAP終於醒了 Restart 1號 1號沒開完且正常前就把2號給收到Idle
問題依舊沒有解決 CAP再把2號給推上去直到1號正常後才調到Idle
返航時高度沒控好 進場太高 GoAround了
報告指出CAP未照程序操作 未按照程序把出問題的發動機給降推力反而直接關掉
且未交叉確認FO的報告是不是對的
最後 重啟發動機也未照程序操作...
這沒摔真的老天保佑...
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