Oh damn...
Quote:
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On Feb 6th 2015 Taiwan's ASC reported that the investigation so far determined from flight data and cockpit voice recorders: the aircraft received takeoff clearance at 10:51Z, in the initial climb the aircraft was handed off to departure at 10:52:33Z. At 10:52:38Z at about 1200 feet MSL, 37 seconds after becoming airborne, a master warning activated related to the failure of the right hand engine, at 10:52:43Z the left hand engine was throttled back and at 10:53:00Z the crew began to discuss engine #1 had stalled. At 10:53:06Z the right hand engine (engine #2) auto-feathered. At 10:53:12Z a first stall warning occured and ceased at 10:53:18Z. At 10:53:19Z the crew discussed that engine #1 had already feathered, the fuel supply had already been cut to the engine and decided to attempt a restart of engine #1. Two seconds later another stall warning activated. At 10:53:34Z the crew radioed "Mayday! Mayday! Engine flame out!", multiple attempts to restart the engines followed to no avail. At 10:54:34Z a second master warning activated, 0.4 seconds later both recorders stopped recording.
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Sadly reminds me of the C-5 Galaxy crew that did the same thing ("Guys I'm concerned"):
On 3 April 2006, C-5B 84-0059 crashed following a cockpit indication that a thrust reverser was not locked. The C-5B assigned to the
436th Airlift Wing and flown by a reserve crew from the
709th Airlift Squadron,
512th Airlift Wing crashed about 2,000 ft (610 m) short of the runway while attempting a heavyweight emergency landing at
Dover Air Force Base,
Delaware. The aircraft had taken off from Dover 21 minutes earlier and reported an in-flight emergency 10 minutes into the flight. All 17 people aboard survived, but two received serious injuries. The Air Force's accident investigation board report concluded
the cause to be human error, most notably the crew had been manipulating the throttle of the (dead) number two engine as if it was still running while keeping the (live) number three engine at idle.