Oops, I mean committed not commuted.

Actually since V1 is the point where they are commuted to takeoff, if they had NOT gotten to v1 yet, they sure could have stopped. I guess they just thought that since one was working they would takeoff anyway.

S o sad ppl and plane dying :"(

Why did they even take off, when they knew there was something wrong?

thanks

They were going far to fast to stop...if they tried to slow down they would run out of runway and crash

i know nothing about aircraft but could someone tell me, if it was possible and if or why, they didnt start to decelerate as soon as they noticed an airspeed discrepancy before they hit "v1" ?

that poor 757 beaut plane ohh and the people dying thats a bad thing to...

To me what makes it particularly odd is that the analog indicator, the one that is supposed to be used for backup, is the one malfunctioning.

anyone got either Head-On Collision (Train Collision) (Impact on the Rails) Runaway Train (Unstoppable Train) either episode!?

wow....just like AeroPeru's 757 that went down! It had almost the same problems.

if the main ASI was undereading and the auto throttle was engaged, it would have kept the aircraft accelerating to whatever speed was set which certainly would have accounted for the aircraft being overstressed. The overspeed alarm would not have alerted if the main asi didnt read correctly unless it was overeading

And would it have even been possible, in the short amount of time it had been in the air, for the plane to accelerate to dangerous speeds?

I guess it's easy to be an armchair pilot from behind my computer, but when all the alarms started going off, wouldn't one think--knowing that one airspeed indicator had malfunctioned--that perhaps the overspeed indicator and autopilot were reacting to faulty information, and then taken other measures, such as lowering the nose when the stick started to shake?

oh that plane was talking alright, it's just that the pilots didn't know how to understand what it was saying

See AeroPeru Flight 603, a similar event which caused a catastrophic crash.

Agreed, they were faced with a dire predicament. The transcript of the CVR answers alot of questions. They noticed the Airspeed indicator not working at 80 knots, however, who knows how long the runway was at Leupon Airport. Once airborne, the FDMC shows errors and alarms. Using the autopilot was a grave mistake, but hindsight is 20/20. I think they should train for these scenarios. Your comments are well taken!

Airframe34, see The Plane That Wouldnt Talk - Part 3 for my other remarks.

Airframe you are right, but my example scenario is once airborne. Assume they did not notice the discrepancy before v1, or they judged an abort at v1 riskier than taking off with one or both ASI out of order. They do not know which ASI is faulty or if both are, etc. What I describe in one of the other 4 clips is a feasible and simple way out of their predicament, though it takes nerves of steel (with all those alarms and conflicting indications).

The plane could have been flown with only one pilots airspeed indicators working, considering no other major or catastrophic malfunctions occur. Once again blocked pitot and/or static ports caused a catastrophy. 2 dollar tape kills people and brings down a multi-million dollar plane. This crash occurred twice in an AeroPeru Flight 603 crash.

The Take-off should have been rejected.

jakbowtell, you think pilots did "the right thing ??" Mercy, they did NothinG but wrong, outright stupid things. For example, letting the craft stall fully due to uncorrected nose high attitude and insuficient power. How basic do you want to get ?? Even a beginner feels 'wrong' in this situation, and will lower the nose immediately, then adjust power. It's instinctive. These pilots were not fit to solo on a Cesna 150.

jackbowtell: no, you would abort that. as soon as you saw the different readings, you would stop. what if BOTH are wrong? you might take off at the wrong speed and stall.

it s wrong jakbowtell, the airspeed is very important and if he doesn t work you have to abort the takeoff before V1

No, your wrong. It wouldn't be standard procedure to abort a takeoff for a faulty instrument, an aircraft will only abort a takeoff up to v1 if and engine fire or failure is confirmed by two parameters. The pilots did the right things in my opinion.