VVVMaxSez: “Merry Christmas to all and have a Good Flight”!,
The following Provided Wkly as Professional Knowledge Gained. Pls Add Omissions, 1st person related comments, photo’s/video’s. Expansions upon request. See Significant extracts following:
Sunday Dec 24th 2017
News Santa SSLH at North Pole on Dec 24th 2017, sneezing engine
Saturday Dec 23rd 2017
Incident UTAir B735 near Moscow on Dec 23rd 2017, suspected fuel leak
Incident Finnair E190 near Oslo on Dec 23rd 2017, cracked windshield
Incident Delta MD88 near Orlando on Dec 22nd 2017, engine shut down in flight
Incident bmi E145 at Bristol on Dec 22nd 2017, runway excursion after landing
Accident West Wind AT42 at Fond-du-Lac on Dec 13th 2017, descended into terrain shortly after takeoff
Friday Dec 22nd 2017
Incident Argentinas B738 at Buenos Aires on Dec 22nd 2017, object hitting tail sparks hijack fears
Incident Aeromar AT72 at Mexico City on Dec 22nd 2017, engine shut down in flight
Incident AirAsia A320 At Chennai on Dec 22nd 2017, rejected takeoff due to bird strike
Incident Delta B738 near Colorado Springs on Dec 21st 2017, smoke in cockpit
Incident Mesa E175 near College Station on Dec 21st 2017, smoke in cabin
Incident American A332 near Bangor on Dec 21st 2017, burning odour on board
Incident S7 E170 at Norilsk on Dec 21st 2017, problems retracting the gear
Crash Khabarovsk L410 at Nelkan on Nov 15th 2017, impacted ground short of runway, right propeller went into reverse in flight
Report Europa B738 at Katowice on Oct 28th 2007, touched down 870m before runway threshold on ILS approach
Incident Belavia B733 at Kiev on Dec 22nd 2017, runway excursion after landing
Incident British Airways B788 at Montreal on Dec 11th 2017, hot brakes
Thursday Dec 21st 2017
Incident Aeroflot A320 enroute on Dec 18th 2017, cargo shifted in flight
Incident Jet2.com B733 near Frankfurt on Jul 28th 2017, loss of cabin pressure
Incident Condor B763 near Sondrestrom on Jul 20th 2017, smell of smoke in cockpit
Incident Garuda A332 near Hong Kong on Nov 22nd 2017, captain incapacitated
Incident Taftan MD82 at Tehran on Dec 18th 2017, engine shut down in flight
Incident Austrian DH8D at Lugano on Oct 13th 2015, GPWS warning on short ILS final
Incident Ata MD83 at Tehran on Dec 17th 2017, engine shut down in flight
Wednesday Dec 20th 2017
Incident Skywest CRJ2 at Ithaca on Dec 17th 2017, flaps problem
Incident Delta B764 at Munich on Dec 20th 2017, rejected takeoff due to engine problem
Incident American B752 over Atlantic on Dec 19th 2017, engine shut down in flight
Incident United B753 near Omaha on Dec 20th 2017, engine shut down in flight
Accident Jetstar A320 near Coolangatta on Dec 20th 2017, fumes on board
Incident Hawaiian B763 over Pacific on Dec 19th 2017, failure of weather radar
Incident Canada Rouge B763 at Vancouver on Dec 19th 2017, rejected takeoff due to engine problem
Incident France B772 near Asuncion on Dec 19th 2017, electrical problem and odour on board
News USA und UK require electronic devices larger than smartphones to be checked in from certain countries/airports
Accident BH Air A320 at Verona on Sep 1st 2009, tail strike on takeoff
Tuesday Dec 19th 2017
Incident United B752 near San Francisco on Dec 18th 2017, lavatory smoke indication
Incident Sunwing B738 at Vancouver on Dec 10th 2017, cabin did not pressurize
Incident S7 A319 at Rostov on Dec 16th 2017, flaps problem
Accident Sun Country B737 near Minneapolis on Dec 18th 2017, crew received arm fracture in flight
Monday Dec 18th 2017
Incident Commutair E145 at Jacksonville on Dec 18th 2017, cracked windshield
Incident Emirates A388 at Dubai on Dec 16th 2017, engine shut down in flight
Incident THY A321 at Istanbul on Dec 17th 2017, bird strike
Incident S7 B738 near Blagoveschensk on Dec 18th 2017, engine shut down in flight
Incident Westjet B763 enroute on Oct 30th 2017, higher fuel burn than anticipated
Accident Germania A321 at Fuerteventura on Jul 16th 2016, hard landing at +3.3G
Accident LOT B763 at Warsaw on Nov 1st 2011, forced gear up landing
Sunday Dec 17th 2017
Incident United B763 at Geneva on Dec 17th 2017, flap problem
Saturday Dec 16th 2017
Incident XL France A333 at Punta Cana on Dec 15th 2017, gear problem on departure
Incident Air China B789 over Pacific on Dec 15th 2017, half lit, half dark
Incident Ryanair B738 near Milan on Dec 16th 2017, fuel leak
Accident ANA B788 near Okinawa on Dec 15th 2017, fumes in cockpit and cabin
Accident Summit L410 at Lukla on May 27th 2017, contacted trees and impacted ground before runway
1)Incident: Argentinas B738 at Buenos Aires on Dec 22nd 2017, object hitting tail sparks hijack fears
By Simon Hradecky, created Friday, Dec 22nd 2017 23:39Z, last updated Friday, Dec 22nd 2017 23:51Z
An Aerolineas Argentinas Boeing 737-800, registration LV-FRQ performing flight AR-1368 from Buenos Aires Aeroparque,BA (Argentina) to Santa Cruz (Bolivia), departed Aeroparque’s runway 13 and was climbing out of Buenos Aires when the crew stopped the climb at FL200 reporting a “tail blow”, an object had hit the tail of the aircraft. ATC understood hijack as reason and triggered according alerts with authorities. The aircraft returned to Buenos Aires but diverted to Buenos Aires’ Ezeiza Airport. The aircraft burned off fuel at 5000 feet and landed safely on Ezeiza’s runway 11 about 90 minutes after departure. The misunderstanding between crew and ATC was cleared up.
The airline reported an object hit the tail of the aircraft, an inspection found no significant damage to the aircraft. The confusion between ATC and crew arose because of use acronyms. The aircraft is estimated to depart again later the day.END
- Crash: Khabarovsk L410 at Nelkan on Nov 15th 2017, impacted ground short of runway, right propeller went into reverse in flight
By Simon Hradecky, created Wednesday, Nov 15th 2017 16:49Z, last updated Friday, Dec 22nd 2017 18:51Z
A Khabarovsk Avia Let L-410, registration RA-67047 performing flight RNI-463 from Chumikan to Nelkan (Russia) with 5 passengers and 2 crew, was on final approach to Nelkan at 13:09L (0309Z) when the aircraft contacted trees about 1400m (0.76nm) short of the runway and crashed into a forest. A 3 year old girl survived the crash with serious injuries, the crew and the other passengers perished.
Initial official reports had indicated the aircraft had departed Khabarovsk for Nikolayevsk-on-Amur but could not land in Nikolayevsk-on-Amur due to weather, continued to their alternate aerodrome Indiga but also could not land there due to weather. The aircraft thus diverted to their next scheduled destination Nelkan [UHNX].
Russia’s Emergency Ministry reported the L-410 had been following the route Khabarovsk to Nelkan via Nikolayevsk-on-Amur. The aircraft was on approach to Nelkan about 2km from the runway when it disppeared from radar, the aircraft was subsequently found crashed, there had been no fire. A sole survivor, a girl born in 2014, was rescued and taken to a hospital with serious injuries. A helicopter and two rescue aircraft have been put on standby for rescue and recovery missions.
The airport reported the aircraft was on final approach coming in to land in good weather conditions (no rain, good visibility, no gusts, winds below 10 knots, temperature -25 degrees C), when the aircraft’s right wing suddenly dropped, the aircraft lost height and fell into a forest, there was no explosion and no fire. Airport fire brigades immediately rushed to the accident site.
Local officials reported the surviving girl has been taken to a hospital where she didn’t talk but made eye contact. She was diagnosed with complex fractures requiring surgery. The aircraft had attempted to land in Nikolayevsk-on-Amur as well as another airfield, but could not land on either aerodrome due to weather and thus diverted to Nelkan.
The Far Eastern Transport Investigation Committee (part of Far Eastern Prosecution Office) reported they have opened a criminal investigation into the crash, fuel samples were taken from where the aircraft had been refueled, technical documentation and flight plan data have been seized.
Rosaviatsia reported the aircraft had changed the route and was on approach to Nelkan at 03:09Z when the aircraft disappeared from sight with no visual emergency. An Alert DETRESFA was issued.
On Nov 16th 2017 Rosaviatsia reported the wreckage came to a stop about 800 meters before the runway threshold (editorial note: this rules out the approach from the north). The occurrence was rated an accident (crash) and is being investigated.
On Nov 21st 2017 Rosaviatsia reported the captain (42, ATPL, 12,076 hours total, 1,243 hours on type) was assisted by a first officer (30, CPL, 1,220 hours total, 837 hours on type). According to preliminary information the aircraft was descending between 150 and 140 meters (500 to 460 feet) AGL on landing course 041 degrees when the aircraft rolled right and entered a steep descent. The aircraft impacted ground with almost no forward speed and a high vertical speed, the distance from first ground contact to final position was 3 meters (10 feet). Preliminary read out of the data of the blackboxes suggest that the right hand propeller went into beta (reverse) at 150 meters and remained in that position until impact with the ground. The left hand engine continued to operate normally. The crew recognized the right hand propeller had gone into beta mode. The right hand beta mode as well as the crew actions caused the aircraft to slow, roll and yaw right almost 180 degrees. The aircraft came to rest at a heading of 197 degrees 1480 meters from the runway threshold at an elevation of 304 meters MSL. Immediate safety recommendations were released to all L410 operators to perform a one time examination of the beta and propeller control system on the GE H80-200 engines as well as all L410 flight crew review the relevant secions of the AOM “propeller and control” and checklists on engine failures in flight.
The Interstate Aviation Committee (MAK) have opened an investigation into the crash.
On Nov 17th 2017 the MAK reported the aircraft crashed about 1200 meters short of runway 04 (editorial note: the MAK actually wrote runway 41 which appears to be a typo meaning runway 4) with almost no forward speed. Fuel samples were taken from the wreckage for laboratory tests. The black boxes were recovered and are being prepared for read out.
On Nov 23rd 2017 the MAK reported that onsite work is still ongoing, the wreckage is being prepared to be removed for further analysis. The blackboxes have been read out, the recordings are currently being examined and analysed. Based on the preliminary results the aircraft was on final approach to Nelkan when at an altitude of 150 meters an anomaly concerning the right hand engine occurred. There was a slow down of the aircraft, the aircraft rolled vigourously to the right (the recorded values suggest more than 180 degrees of bank angle) followed by collision with the ground. Attempts by the crew to counteract the roll did not succeed. The left hand engine had been working normally, no engine had been shut down. The MAK continues the investigation together with the experts from Czech Republic.
On Dec 15th 2017 the European Aviation Safety Agency (EASA) released their Safety Information Bulletin 2017-21 recommending to all operators to check their L410UVP-E20 aircraft serial number 2904 and up equipped with GE Aviation H80-200 engine and Avia Propeller AV-725 propeller and reporting:
Preliminary investigation of an accident on 15 November 2017 with an L 410 aeroplane near Khabarovsk, Russia, identified an un-commanded activation of the beta mode signalization of a propeller during the final approach. For the time being, as a preliminary preventive measure, AI issued Revision 1 of SB L410UVP-E/492b, providing instructions to check the components of engine and propeller control system, including the beta switch.
At this time, the safety concern described in this SIB is not considered to be an unsafe condition that would warrant Airworthiness Directive (AD) action under Regulation (EU) 748/2012, Part 21.A.3B.
As soon as the investigation identifies the root cause and/or contributing factors of the accident, EASA may take further action.
On Dec 22nd 2017 Russia’s MAK released their preliminary report in Russian stating that prior to departure from Khabarovsk the crew learned that Nikolayevsk-on-Amur was closed due to runway cleaning. The crew thus decided in consultation with dispatch to depart from Khabarovsk to Chumikan instead. The aircraft refueled in Chumikan and departed for Nelkan.
The MAK reported that the weather in Nelkan was suitable for the approach and landing. The aircraft performed the approach to Nelkan’s runway 04 (landing course 041 degrees). The crew lowered the landing gear and deployed the flaps to 18 degrees, the crew had computed their landing mass to 5300kg (11670 lbs), the Vref was thus computed at 80 KIAS. The aircraft established on the final approach and began their descent, at 400 meters AGL (1310 feet AGL) the autopilot was disconnected, the pilot flying was the captain. The aircraft maintained a speed between 100 and 115 knots.
According to the Flight Data Recorder at 03:10:30Z the right hand propeller speed started to increase and became higher than the speed of the left hand propeller.
At 03:10:38Z the aircraft descended through 170 meters (560 feet) AGL at 108 KIAS, over a period of 5 seconds the aircraft yawed 10 degrees to the right.
At 03:10:44Z a single command to the right hand propeller to enter the beta range occurred. Both throttles were advanced from 15 to 25 degrees. The aircraft began to roll right reaching 20-25 degrees right bank within 5 seconds. The roll stabilized between 15 and 25 degrees right bank with the crew applying ailerons up to maximum deflection and rudder up to half travel to correct.
At 03:10:46Z the right propeller stabilizes at 2300rpm, the difference between the propeller speeds is now maintained. The first officer calls that the beta mode has engaged. The condition continued for about 9 seconds, the aircraft continued to descend and rapidly slowed. The right hand engine continued to operate and was not shut down. The crew actions on the engine control levers, ailerons, rudder and elevator did not resolve the situation.
At 03:10:53Z a stall warning activated while the aircraft was descending through 100 meters at 76 knots at +1.15G, 3-4 seconds later the aircraft descended through 80 meters at 72 knots with a vertical acceleration of about +1.2 to 1.25G. The aircraft began to roll rapidly to the right. According to the FDR as well as the final position of the airframe after collision with the ground the aircraft performed a complete 360 degrees roll (“barrel roll”). The aircraft impacted ground at 03:11Z at a true heading of 187 degrees 1400 meters short of the runway 04 threshold at an elevation of 304 meters (997 feet).
The preliminary report states that a number of immediate safety actions were taken including informing operators of L410s to perform checks of the propeller controls, which further led to the SIB issued by EASA (see above).
No data are known for Nelkan Aerodrome (ICAO UHNX), coordinates N57.64 E136.16, according to satellite images of 2010 the aerodrome features a runway of 2000 meters length in about orientation 03/21 (at the time of the satellite image the aerodrome was still under construction). According to RussianPlanes the airport features an unpaved runway 04/22 of 1850 meters/6070 feet length. The MAK reported the center point of the runway is located at N57.6415 E136.1609, the runway 04 (heading 041) is 1522 meters/4992 feet long and paved. Minimum visibility required for aircraft is 360 meters vertical and 3000 meters horizontal, flight operations are limited to day light only.
The distance between Nikolayevsk-on-Amur and Nelkan, as the crow flies, is 310nm, the distance from Khabarovsk to Nikolayevsk-on-Amur is 360nm.
No data are also known for Indiga Aerodrome (Imeni Poliny Osipenko Airport), which is located at coordinates N52.44 E136.47. The total route flown thus appears to be 835nm in total instead of 360nm, the distance between Nikolayevsk-on-Amur and Indiga is 158nm and the distance from Indiga to Nelkan is 317nm.
- FINAL Rpt. Report: Europa B738 at Katowice on Oct 28th 2007, touched down 870m before runway threshold on ILS approach
By Simon Hradecky, created Friday, Dec 22nd 2017 17:11Z, last updated Friday, Dec 22nd 2017 17:11Z
An Air Europa Boeing 737-800, registration EC-HBM performing charter flight UX-911 from Beirut (Lebanon) to Katowice (Poland) with 114 passengers and 8 crew, was on an ILS approach to Katowice’s runway 27 at 03:05L (02:05Z) when the aircraft touched down about 870 meters/2850 feet before the runway threshold, collided with approach lights, bounced and touched down again for a total of four touch downs before the aircraft slowed to taxi speed now on the runway and taxied to the apron. There were no injuries, the aircraft sustained substantial damage to engines, fuselage, flaps and horizontal stabilizer and took out most of the approach lights runway 27.
Poland’s PKBWL rated the occurrence an accident and stated, that the investigation can still not be considered complete (10 years after the occurrence). The PKBWL however released their final report annotating that the investigation could be reopened any time should new evidence surface and concluding the probable causes of the accident were:
Cause of the accident and contributing factors
The cause of the accident was failure to execute a missed approach procedure even if the criteria of a stabilized approach were not met during an attempt to intercept G/S “from above” at excessive descent rate, under meteorological conditions below the minimum for the aerodrome.
Factors contributing to the occurrence
Errors in flight crew co-operation (inadequate CRM).
The failure of the crew to perform the approach in accordance with the published procedure.
No response of the crew to the warning signals generated by GPWS.
Landing on aerodrome equipped with ILS CAT I with autopilot engaged.
- FINAL Rpt. Accident: Summit L410 at Lukla on May 27th 2017, contacted trees and impacted ground before runway
By Simon Hradecky, created Saturday, May 27th 2017 11:34Z, last updated Saturday, Dec 16th 2017 17:43Z
A Summit Air (former Goma Air) Let L-410, registration 9N-AKY performing a freight flight from Kathmandu to Lukla (Nepal) with 3 crew, was on final approach to Lukla’s runway 06 at about 14:04L (08:19Z) when the aircraft contacted a tree short of the runway and subsequently contacted ground about 3 meters/10 feet below the runway level. The aircraft slid down the slope before coming to a rest about 200 meters below the runway level. The captain and the first officer died as result of the accident, another crew member received injuries.
Nepali Police reported the aircraft touched branches of a tree, suffered technical problems and impacted ground about 3 meters below the runway level just before 14:00L (08:15Z).
The airport reported the aircraft collided with a tree while attempting to land in foggy conditions at 14:04L and subsequently impacted ground. It took rescuers some time to free the crew out of the damaged cockpit area, all three were taken to the Lukla Hospital alive, however, the captain died after arrival in the hospital.
The following day the hospital reported the first officer succumbed to his injuries during the night. The third crew member was diagnosed with minor injuries and is stable on the way to recovery.
On Jun 7th 2017 a surveillance video by Lukla Airport was released showing the aircraft came out of fog/cloud about 6 seconds prior to impact (about 3-4 seconds after start of video), descended below runway level and impacted ground.
On Dec 16th 2017 in a press conference the accident investigation committee reported the final report has been submitted to the Ministry of Transport (editorial note: the final report has not yet been published). The committee reported that nearing the Lukla valley the crew was informed about heavy rain at Lukla and was considering to return to Kathmandu, however, was told Kathmandu was overly busy with many aircraft in the holds. Shortly afterwards the crew was told the weather at Lukla had improved and the rain had stopped. The aircraft entered the Lukla Valley but entered dense fog as soon as it entered the Lukla Valley and remained in that fog for about 4 minutes. 64 seconds before impact the first officer sighted the runway, the aircraft was at 9100 feet MSL at that time (Lukla elevation 8900 feet MSL), the aircraft was about 15 degrees off the extended runway center line. The runway disappeared from view again, the aircraft descended to 8500 feet MSL, the captain attempted to correct the error and began to climb the aircraft, however, with the landing gear out the aircraft slowed, the stall warning activated 13 seconds before impact. The aircraft struck a small tree with its left hand wing before impacting ground about 130 feet short of the runway. The commission stated that even if the crew had attempted to go around, they would not have been aware of their position in the narrow valley due to the dense fog, the captain has no time to carry out a recovery procedure. Both the flight crew as well as the airport authority violated standard operating procedures. The airport authority should have monitored the weather situation and temporarily closed the aerodrome. The crew should not have flown into that weather fluctuating every few minutes. It can not be ruled out that the captain was affected by fatigue. The commission believes the traffic congestion at Kathmandu was a contributing factor into the accident and recommended to review the situation at Kathmandu Airport with respect to traffic congestion. In addition the commission reported the runway in Lukla could be extended by 100 feet and recommended to do so.
Goma Air rebranded into Summit Air on Mar 13th 2017.