They would then fly level at alpha max until Asseline instructed Mazières to apply takeoff/go-around (TOGA) power, at which point they would climb away and circle around for the second flyover. Asseline and his supporters, which included a major French pilots’ union, denounced the report as the result of a cover-up to protect the reputation of Airbus. Mayday 03 - Pilot vs. Captain Asseline asserts that he focused on altimeter before reaching 30 ft, and then his first officer reacted. If the pilot pushed the side stick all the way to the right, the plane would roll up to about 67 degrees, the steepest bank that it could safely maintain. A number of orders had already been placed when the program was officially unveiled in 1984, but many more were needed. Air France effectively set him up to fail, yet he received the brunt of the blame, when that blame ought to have been shared more evenly with his employer. The criminal investigators retrieved the black boxes and sealed them 10 days after DGAC had removed them from the crashed aircraft. On 26 June 1988, it was flying over MulhouseâHabsheim Airport (ICAO â¦ The flight had been chartered from Air France on short notice by a local flying club in the eastern city of Mulhouse as an “aerial baptism” featuring a scenic flight around Mont Blanc. 10 months ago | 1.5K views. The reason was simple: the flight envelope protections defined the outermost limits of safe flight, beyond which there was no reason to go. Download this image for free in High-Definition resolution the choice "download button" below. After an exhaustive analysis of the flight data, the video, the cockpit voice recording, several real-life test flights, and a number of simulator tests, the BEA determined that all the flight controls and the engines responded normally to Captain Asseline’s commands. Joining him in the cockpit was Captain Pierre Mazières, himself a senior Air France captain with over 10,000 flying hours, similar to Asseline. The principle behind flight envelope protections was that as long as the controls were working properly, it would be impossible for the pilots to lose control of the plane, no matter how hard they tried. Airbus’s attempt to dramatically reduce pilot error accidents by physically preventing pilots from crashing their airplanes was unpopular not because pilots wanted to be able to crash airplanes, but because it was impolite to acknowledge that they sometimes did so anyway. The A320 wasn’t the first plane to incorporate fly-by-wire technology; in fact, the Concorde had already done so in the early ’70s, and some military jets did it even before that. However, it slowly descended to 30 feet before crashing into the tops of trees beyond the runway. After giving a less technical version of the briefing to the lead flight attendant (including a request that all passengers fasten their seat belts for the flyover), Asseline went on the public address system to brief the passengers. Join the discussion of this article on Reddit! But it takes around eight seconds for the A320’s engines to accelerate from idle to go-around power, and they didn’t have eight seconds. However, while the pilots were trained in metric, this particular plane was in Imperial units. 5. On the 26th of June 1988, a brand new Air France Airbus A320 on a charter flight with 136 people on board performed a low speed fly-by at an airshow in the city of Mulhouse. The Commission assumed that if the descent below 100 feet was not deliberate, it may have resulted from failure to take proper account of the visual and aural information intended to give the height of the aircraft. The response of the engines was a particularly important question. Checking the data, investigators found he was actually telling the truth — but his statements about what it meant were a gross mischaracterization. In fact, there isn’t even a cohesive alternate timeline of events. Indeed, all 136 passengers and crew had survived the crash. The third was a woman who left her husband before evacuating the plane and returned to the cabin in an attempt to save the little girl, only to be overcome by the smoke. Air France 296 was a chartered flight to demonstrate the brand-new Airbus A320 on 26 June 1988. The flight plan was rather bare bones: it called for a low speed flyover along runway 02, the airfield’s only paved runway, followed by a high-speed flyover in the opposite direction, and left the details to Captain Asseline, who was judged to be capable of coming up with the rest himself. TV stations played one spectator’s crystal clear video of the final seconds over and over again. The words “boom, boom” were simply the transcriber’s attempt to write down what they were hearing, and were actually describing the sound of impacts with trees. A motorway ran past both airports, and they intended to follow it to Habsheim. View Entire Discussion (0 Comments) More posts from the france community . (via nh6central on YouTube) On the 26th of June 1988, a brand new Air France Airbus A320 on a charter flight with 136 people on b oard performed a low speed fly-by at an airshow in the city of Mulhouse. The Mulhouse flying club had arranged an air show at Mulhouse-Habsheim Airport for the 26th of June, and they wanted the exciting new A320 to make an appearance. The engine sound had been recorded on the Cockpit Voice Recorder and amateur videos, and frequency analysis indicates the same increasing power. 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