MaxSez: Following Find the subject Rpt. It’s Provided Wkly as Professional Knowledge Gained. Pls add omissions, first person highlights of rated events plus related images. This series will continue in 2018, my 77th year smelling burning Avgas/JetA daily…
Saturday Dec 30th 2017
Incident Cayman B738 at Grand Cayman on Dec 27th 2017, unidentified odour on board
Incident Rossiya A320 at Chelyabinsk on Dec 30th 2017, door open indication
Incident Lingus A332 at Dublin on Dec 28th 2017, engine shut down in flight
Friday Dec 29th 2017
Incident Canada A319 at Vancouver on Dec 10th 2017, burning vacuum
Incident Jazz CRJ9 at Regina on Dec 19th 2017, a really cool brake
Incident ABX B762 near Providence on Dec 28th 2017, engine shut down in flight
Accident Skywest CRJ2 near Milwaukee on Dec 28th 2017, loss of cabin pressure
Incident Kuwait A320 near Kuwait on Dec 28th 2017, cargo smoke indication
Accident Norwegian B738 near Alicante on Oct 18th 2017, ATC turns aircraft, TCAS RA and turbulence injures two flight attendants
Accident Etihad A332 near Jakarta on May 4th 2016, turbulence injures 33
Crash Trigana AT42 enroute on Aug 16th 2015, aircraft collided with terrain
Thursday Dec 28th 2017
Incident Orange2Fly A320 at Pristina on Dec 2nd 2017, hard landing
Incident Qantas B744 over Pacific on Dec 27th 2017, failure of weather radar
Incident France A388 near Los Angeles on Dec 27th 2017, engine shut down in flight
Accident Stobart AT72 at Cork on May 26th 2017, passenger fell off aircraft stairs
Incident Sudan A306 at Jeddah on Nov 29th 2017, engine failure on touch down
Incident Stobart AT72 at Isle of Man on Dec 18th 2017, tail strike on landing
Wednesday Dec 27th 2017
Incident KLM B739 at Amsterdam on Dec 26th 2017, flaps up landing
Accident West Wind AT42 at Fond-du-Lac on Dec 13th 2017, descended into terrain shortly after takeoff
Accident Frontier A20N near Miami on Dec 27th 2017, flight attendant injured in flight
Accident Everts DC93 near Bethel on Dec 23rd 2017, loss of cabin pressure, structural damage due to unsecured cargo jack
Incident Saudia A333 at Lucknow on Dec 27th 2017, nose wheel divorced
Incident Envoy E135 near Dallas on Dec 25h 2017, landing gear air/ground fail
Incident Lufthansa A321 near Sofia on Dec 26th 2017, electrical smoke in aft galley
Incident Virgin Australia B738 at Maroochydore on Dec 26th 2017, hard touch down during go around
Tuesday Dec 26th 2017
Incident Jetstar A320 at Coolangatta on Dec 18th 2017, failure of thrust reverser
Incident Ibex CRJ7 at enroute on Apr 17th 2016, loss of cabin pressure
Incident Qatar A359 at Munich on Dec 26th 2017, hydraulic failure
Monday Dec 25th 2017
Incident Expressjet CRJ7 at Baton Rouge on Dec 22nd 2017, gear problem on departure
Incident Egypt Cargo A306 near Brussels on Jan 1st 2017, climb above cleared level due to misunderstood TCAS RA results in near collision Sunday Dec 24th 2017
Incident Ata MD83 near Sari on Dec 24th 2017, engine shut down in flight
Incident Swift B734 near Zurich on Dec 21st 2017, loss of cabin pressure
Incident Swiss A320 near Belgrade on Dec 24th 2017, hydraulic failure
Accident Sun Express B738 at Hamburg on Dec 23rd 2017, tail strike on departure
Incident Allegiant MD83 at Portsmouth on Dec 22nd 2017, runway excursion on turning off the runway
Accident UTAir B735 at Moscow on Dec 23rd 2017, flight attendant fell out of aircraft
Incident Hong Kong A333 at Hong Kong on Dec 23rd 2017, rejected takeoff due to other aircraft on runway
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 22nd 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
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 END
1). Incident: Canada A319 at Vancouver on Dec 10th 2017, burning vacuum
By Simon Hradecky, created Friday, Dec 29th 2017 21:40Z, last updated Friday, Dec 29th 2017 21:40Z
An Air Canada Airbus A319-100, registration C-FYKR performing flight AC-234 from Vancouver,BC to Edmonton,AB (Canada) with 88 passengers and 8 crew, was climbing out of Vancouver’s runway 26L when the crew stopped the climb due to a strong electrical burning odour on board reporting they had hit a bird on departure. The aircraft returned to Vancouver for a safe landing on runway 26R about 25 minutes after departure.
The Canadian TSB reported maintenance action revealed a failed vacuum generator rotor. END
- Incident: Jazz CRJ9 at Regina on Dec 19th 2017, a really cool brake
By Simon Hradecky, created Friday, Dec 29th 2017 21:24Z, last updated Friday, Dec 29th 2017 21:24Z
A Jazz Canadair CRJ-705, registration C-GDJZ performing flight QK-8570 from Vancouver,BC to Regina,SK (Canada) with 62 people on board, landed on Regina’s runway 31 but burst both left hand tyres disabling the aircraft on the runway. The passengers disembarked onto the runway and were taken to the terminal. Debris needed to be removed from the runway.
The runway was closed for about 2 hours until the aircraft was moved off the runway.
The Canadian TSB reported there were no injuries and the aircraft sustained no damage except for the tyres. Maintenance discovered that the left main gear brakes assembly was frozen.END
3).Accident: Norwegian B738 near Alicante on Oct 18th 2017, ATC turns aircraft, TCAS RA and turbulence injures two flight attendants
By Simon Hradecky, created Friday, Dec 29th 2017 19:21Z, last updated Friday, Dec 29th 2017 19:21Z
A Norwegian Air International Boeing 737-800, registration EI-FJJ performing flight D8-5321 from Oslo (Norway) to Alicante,SP (Spain) with 178 passengers, was descending towards Alicante while being surrounded by cumulonimbus cloud. The aircraft had been cleared to descend to FL190 and was already level at FL190, when the crew received instruction by ATC to turn left 90 degrees shortly followed by a TCAS resolution advisory to descend below the cleared FL190. While descending between FL190 and FL180 on TCAS instruction the aircraft encountered turbulence causing injuries to two flight attendants. The aircraft continued to Alicante for a landing without further incident.
Spain’s CIAIAC reported one flight attendants received a serious leg injury, the other a minor back injury when the aircraft turned left 90 degrees following an ATC instruction and descended from the assigned FL190 to FL180 due to a TCAS RA and thus passed through a zone of turbulence. After being clear of conflict the flight crew was informed about the injuries of the flight attendants and continued the flight for a landing at destination without further incident. The CIAIAC opened an investigation into the occurrence.END
- FINAL RPT…Crash: Trigana AT42 enroute on Aug 16th 2015, aircraft collided with terrain
By Simon Hradecky, created Friday, Dec 29th 2017 16:13Z, last updated Friday, Dec 29th 2017 16:15Z
On Dec 29th 2017 the NTSC released their final report concluding the probable causes of the crash were:
The deviation from the visual approach guidance in visual flight rules without considering the weather and terrain condition, with no or limited visual reference to the terrain resulted in the aircraft flew to terrain.
The absence of EGPWS warning to alert the crew of the immediate hazardous situation led to the crew did not aware of the situation.
The NTSC reported that the FDR could not be read out by the BEA, too, the FDR had repeated problems since 2013, had been returned to a repair facility several times. The NTSC wrote: “Since 2013 until the occurrence date showed that the FDR had several problems. The operator stated that the FDR unit was sent to the same repair station. The cause of the problem could not be detected. The investigation could not find any evidence of any maintenance action related to the aircraft system, which normally be taken if the recording problem on the FDR was caused by aircraft system problem.”
The NTSC analysed:
The decision to descend below the safe altitude, outside any published IFR route, without or with only limited visual reference and in the high terrain area was the key issue leading to the accident. The investigation could not determine the reasons supporting this crew decision. Two kinds of explanation could be considered:
1- The previous experience of a success landing by flying direct to left base runway 11 might have triggered the flight crew to perform similar approach. However, the weather condition could have been different and might not have been fully considered by the flight crew. Since not all available information was considered, this might have resulted in lack of Situational Awareness which requires understanding of a great deal of information related to the goal of safely flying the aircraft.
The crew lack of situation awareness, while not being able to see the mountains that were covered by the clouds. However, it can be reasonably assumed that the crew was aware of the aircraft entering into the clouds, at least momentarily, despite the presence of significant terrain close to an airport they were familiar with. Their success in flying direct to the left base on the previous approach could let them think that this could be done again. According to the witness statement, most of the time the PIC did not follow the visual approach guidance while conducting approach at Oksibil. Although no other data was collected during the investigation to fully support the following hypothesis, it may not be excluded that a similar trajectory had already been performed in the past by this crew or by other crews, leading them to progressively take for granted the success of crossing the clouds and progressively lose awareness of the risks induced.
2- The crew had memorized the Minimum Safety Altitude published on the visual approach chart of 7,200 and 8,000 feet in the north-west sectors of the airport (see visual approach guidance chart in chapter 1.8 of this report) and intended to descent to 8,000 feet which was safe altitude according to the chart, hoping they could get sufficient visual reference to further descent in the final leg in the valley. The wreckage was found at elevation approximately 8,300 feet, higher than the 8,000 feet MSA published, which they may have believed they were safe.END
- FINAL RPT. Accident: West Wind AT42 at Fond-du-Lac on Dec 13th 2017, descended into terrain shortly after takeoff
By Simon Hradecky, created Thursday, Dec 14th 2017 09:27Z, last updated Wednesday, Dec 27th 2017 22:19Z
A West Wind Aviation Avions de Transport Regional ATR-42-300, registration C-GWEA performing flight WEW-280 from Fond-du-Lac,SK to Stony Rapids,SK (Canada) with 22 passengers and 3 crew, was in the initial climb out of Fond-du-Lac at about 18:15L (00:15Z Dec 14th) when the aircraft lost height and impacted terrain about 600 meters past the runway at approximate position N59.3368 W107.2019. One passenger succumbed to the injuries two weeks after the accident, five passengers and one member of the crew received serious, 18 other occupants received minor injuries, the aircraft sustained substantial damage.
Royal Canadian Mounted Police reported all occupants have been accounted for and have been taken to hospitals.
On Dec 27th 2017 the family of one of the seriously injured passengers reported, the passenger succumbed to his injuries and died on Dec 27th 2017.
The Canadian TSB have dispatched investigators on site.
On Dec 14th 2017 the TSB reported that both flight data and cockpit voice recorder are being sent to the TSB lab in Ottawa.
On Dec 15th 2017 the TSB reported: “On 13 December 2017, a ATR42-320 operated by West Wind Aviation with 22 passengers and 3 crew on board collided with terrain shortly after take-off from the Fond-du-Lac Airport, Saskatchewan (ZFD) for a flight to Stony Rapids, Saskatchewan (YSF). The aircraft sustained substantial damage. A number of passengers and one crew member sustained serious injuries. The TSB is investigating.”
On Dec 16th 2017 the TSB reported that the aircraft lost height and descended into trees and terrain leaving a wreckage trail of 800 feet length. The aircraft came to rest in an upright position steeply tilted to the right, the worst damage occurred to the left side of the airframe, the fuselage ruptured at seat row 3. West Wind have taken all their ATRs out of service for the time being. The French BEA, ATR, Pratt & Whitney are participating in the investigation.
On Dec 20th 2017 the TSB reported 6 passengers and one member of the crew sustained serious injuries, 18 other occupants received minor injuries. Both engines were operating normally up to impact. The flight data and cockpit voice recorders were recovered and sent for analysis.
On Dec 22nd 2017 Transport Canada, Civil Aviation Authority of Canada, suspended the Air Operator Certificate of West Wind stating: “The department took this serious action in the interest of public safety because the department identified deficiencies in the company’s Operational Control System. An Operational Control System ensures that a company’s day-to-day actions are compliant with safety requirements for things such as, for example, the dispatching of personnel and aircraft. On December 13, 2017, a West Wind Aviation aircraft, with 25 people onboard, crashed in Fond-du-Lac, Saskatchewan. Transport Canada identified deficiencies during a post-accident inspection of West Wind Aviation from December 18 to 20, 2017. As a result, in the interest of public safety, Transport Canada suspended West Wind Aviation’s Air Operator Certificate and will not allow the company to resume its commercial air service until it demonstrates compliance with aviation safety regulations.”
Local volunteer fire fighter Raymond Sanger wrote: "Quite a show tonight. Thank to all the helpers rangers. Black lake rescued teams. And everyone that helped out. I guess we’re not alone. We’ve been looked after by garden Engels tonight. And thank you God for being there with us all. All that fuel was like raining. Still nothing happened. FDL. Beautiful team work."END
- FINAL RPT… Incident: Egypt Cargo A306 near Brussels on Jan 1st 2017, climb above cleared level due to misunderstood TCAS RA results in near collision
By Simon Hradecky, created Friday, Jan 13th 2017 18:22Z, last updated Monday, Dec 25th 2017 15:18Z
An Egypt Air Airbus A300-600 freighter, registration SU-GAY performing flight MSX-541 from Ostend (Belgium) to Cairo (Egypt), was cleared to climb to FL210 out of Ostend.
An Air France Airbus A320-200, registration F-GKXN performing flight AF-1640 from Paris Charles de Gaulle (France) to Amsterdam (Netherlands), was enroute at FL220 on a converging trajectory.
The instruction to climb to FL210 was re-issued to MSX-541 about 5 minutes before the trajectories were about to cross and was read back correctly again. 2 minutes prior to the crossing point ATC instructed MSX-541 to maintain FL210 and provided traffic information of the crossing A320 above.
MSX-541 however continued the climb above FL210, both aircraft received TCAS resolution advisories, AF-1640 was instructed to climb and complied, MSX-541 however continued their climb opposed to the TCAS RA.
Belgium’s AAIU reported that the separation between the two aircraft reduced to 300 feet vertical and 0.74nm horizontal.
MSX-541 continued their climb and to Cairo for a safe landing, AF-1640 returned to FL220 after being clear of conflict and continued to Amsterdam for a safe landing.
Belgium’s AAIU rated the occurrence a serious incdent. The AAIU reported that MSX-541 was instructed three times to climb/maintain FL210 and was provided with traffic information in the last of these instructions. However, the aircraft continued to climb above FL210 resulting in TCAS resolution advisories on both aircraft, MSX-541 received a “LVL” RA, AF-1640 received a “CLB” RA.
On Dec 22nd 2017 Belgium’s AAIU released their interim report stating that AF-1640 (AFR640F) was cleared to maintain FL220, while MSX-541 was cleared to climb to FL210. The AAIU wrote: “ATC was monitoring both aircraft. The ATC controller’s intention was, as he was familiar with the situation, to have the MSX541 passing behind the Air France aircraft. However, MSX541 was climbing faster than usual, due to a light load. AFR640F was maintaining FL220. The crew called ATC when reaching the Belgian border. The ATC controller instructed AFR640F to fly towards Hamstede before reaching the FERDI waypoint, in order to speed up the crossing.” ATC did provide traffic information about AF-1640 to MSX-541.
MSX-541 was climbing at about 2500 fpm towards FL210 when TCAS issued a resolution advisory (RA) to level off. The AAIU annotated, had the crew followed that RA they would have levelled off at FL207 and no resolution advisory would have been generated at AF-1640, even if the RA was complied with with a delay of 10 seconds the aircraft would have levelled at FL209 with no RA at AF-1640. However, the crew mistook the RA to increase their climb, the climb rate increased to 3500 fpm causing a RA to be generated at AF1640 to climb. AF-1640 climbed at 1500 fpm as required. At the same time a RA to descend was issued at MSX-541, which at that point was climbing through FL213 and reduced rate of climb, however, did not initiate a descent at 1500 fpm as required.
The AAIU stated the separation between the two aircraft reduced to 427 feet vertically and 0.69nm horizontally at 11:47:11Z. The AAIU also stated that had AF-1640 not reacted to their RA and MSX-541 climbed as during the occurrence, the vertical separation would have reduced to 215 feet. A faster response than the nominal delay of 5 seconds by AF-1640 could have increased the vertical separation by 71 feet to 497 feet.
About 36 seconds after the first RA was generated both flight crews received the “clear of conflict” announcements by their TCAS systems.
The AAIU wrote:
Safety issue identified: Misinterpretation of TCAS RA instructions
Misinterpretations of TCAS RA instructions were already identified in the past. In particular, the instruction to stop climbing was, in the past, announced by the message “ADJUST VERTICAL SPEED”. In several cases, this announcement was wrongly understood by crews and led to Airprox events.
The TCAS system was therefore modified in order to change the “ADJUST VERTICAL SPEED” announcement to a clearer “LEVEL OFF” announcement.END