今天波音倒闭了吗

郊游

原装与混搭

还没开的撒库拉

从东航那薅了个小蛋糕和生日贺卡

裸穿裙撑捏

The accident sequence started when the pilots performed several nonstandard maneuvers at 15,000 feet (4,600 m), including a pitch-up at 2.3 g (23 m/s2) that induced a stall warning. They set the autopilot to climb at 500 feet per minute (150 m/min) to FL410. This exceeded the manufacturer's recommended climb rate at altitudes above FL380. In the attempt to reach FL410, the plane was pulled up at over 1.2 g, and the angle of attack became excessive to maintain climb rate in the thinner upper atmosphere. After reaching FL410, the plane was cruising at 150 knots (170 mph; 280 km/h) indicated airspeed, barely above stall speed, and had over-stressed the engines.

Despite their four auxiliary APU-assisted engine restart attempts, the pilots were unable to restart the engines because their cores had locked. Without core rotation, recovery from the double engine failure was not possible. At that point, the pilots finally…

Despite their four auxiliary APU-assisted engine restart attempts, the pilots were unable to restart the engines because their cores had locked. Without core rotation, recovery from the double engine failure was not possible. At that point, the pilots finally declared to ATC that they had, in fact, lost both engines. The NTSB also determined from flight data recorder information that the turbofan jet engine (General Electric CF34-3B1) engine 2 turbine was operating at 300 °C (540 °F) above the maximal redline temperature of 900 °C (1,650 °F) at 41,000 feet (12,497 m). Engine 1 HPT stayed 100 °C (180 °F) below the redline. 又是一个盲目蛮干

今天的绿色飞行