Clean the cooler and change water periodically to avoid dust buildup, especially during the summer holidays. Once you signup we will engage one of our network of registered plumbers to tap your water cooler directly into your inhouse water, this is a quick and simple process that takes approximately 30 minutes to an hour. This means that if the turbocharger is operating at a boost of 7 psi, the intercooled system will put in 7 psi of cooler air, which is denser and contains more air molecules than warmer air. The chief executive officer of Lion Air, Edward Sirait, said the aircraft had a “technical issue” on Sunday night, but this had been addressed in accordance with maintenance manuals issued by the manufacturer. NTSC chief Soerjanto Tjahjono told the press that future reporting or actions, enacted to prevent similar problems on similar aircraft, would be decided by Boeing and U.S. On 5 November, the NTSC announced that Flight 610 was still intact when it crashed into the sea at high speed, citing the relatively small size of the pieces of debris. Following the Ethiopian Airlines Flight 302 crash on 10 March 2019, however, the data from the CVR of the Lion Air Flight 610 were shared among the investigators; media citing anonymous sources reported that the CVR recorded the pilots mentioning several problems, trying to climb, and checking the quick-reference handbook for a solution.

On 28 November, Indonesia investigators said the Lion Air jet was not airworthy on the flight before the crash. Meanwhile, the Disaster Victim Identification team stated that at least 250 body parts had been recovered from the crash site. The mean value of the airspeed data transmitted by Flight 610 was around 300 kn (560 km/h; 350 mph), which was considered by experts to be unusual, as typically aircraft at altitudes lower than 3,000 m (10,000 ft) are restricted to an airspeed of 250 kn (460 km/h; 290 mph). Aviation experts noted some abnormalities were seen in the altitude and the airspeed of Flight 610. Just three minutes into the flight, the captain asked the controller for permission to return to the airport as the aircraft had flight-control problems. The flight crew repeatedly commanded nose-up trim over the final ten minutes of the flight. Ten minutes into the flight, the data recorded the aircraft dropping by more than 910 m (3,000 ft). Shortly after takeoff on 29 October, issues involving altitude and airspeed continued due to erroneous AoA data and commanded automatic nose-down trim via the MCAS. The last recorded altitude of the aircraft was 760 m (2,500 ft). On 7 November, the NTSC confirmed that problems had occurred with Flight 610’s AoA sensors on the third and fourth last flight before the crash.

Several relatives of the crash victims filed lawsuits against Boeing. 5. The AoA DISAGREE alert was not correctly enabled during Boeing 737-8 (MAX) development. As a result, it did not appear during flight with the miscalibrated AoA sensor, could not be documented by the flight crew, and was therefore not available to help maintenance identify the miscalibrated AoA sensor. 3. MCAS was designed to rely on a single AoA sensor, making it vulnerable to erroneous input from that sensor. By choosing a reusable bottle, you’re not only saving money in the long run but also making a positive impact on the planet. 8. Lack of documentation in the aircraft flight and maintenance log about the continuous stick shaker and use of the runaway stabilizer NNC meant that information was not available to the maintenance crew in Jakarta, nor was it available to the accident crew, making it more difficult for each to take the appropriate actions.

The preliminary report did not state whether the runaway stabilizer trim procedure was run or whether the electric stabilizer trim switches were cut out on the accident flight. On 28 November, the Indonesian NTSC released its preliminary accident investigation report. The NTSC funded a further underwater search using Indonesian Navy vessel KRI Spica, which started on 8 January 2019 and continued until the CVR was recovered on 14 January. A volunteer rescue diver died during the search on the afternoon of 2 November, likely from decompression sickness. 22 November, were continuing to search intensively for the CVR. Joint search-and-rescue team announced that some engine parts were found in the search area. The Head of the National Search and Rescue Agency Muhammad Syaugi announced that the search-and-rescue operation would be extended for another three days. A second landing gear and both of the aircraft’s engines were recovered by search-and-rescue personnel, and the main body of the aircraft was located, 7.5 nmi (13.9 km; 8.6 mi) from the coast of Tanjung Pakis and about 200 m (220 yd) from the location where the FDR was discovered. The aircraft’s maintenance logbook revealed that the aircraft suffered an unspecified navigation failure on the captain’s side, while the first officer’s side was reported to be in good condition.