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What: SAS Scandinavian Airlines McDonnell Douglas MD-82 on a ferry flight from Lourdes to Oslo
Where: Belgium
When: Jun 3rd 2010
Who: 3 crew members
Why: After takeoff, a piece of a tail fin was found on the runway. The crew performed a flyby for ATC to perform a visual inspection. Nothing irregular was found by ATC or by the crew so they continued the flight, but diverted to Stockholm for inspection.
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What: Continental Airlines Boeing 737 en route from San Antonio to Houston
Where: San Antonio
When: Apr 28, 2011
Who: 151 aboard
Why: The plane had taken off and developed a “strong chemical odor.” The pilots returned to San Antonio International Airport and made a safe landing; however they did not know the cause of the odor and for caution’s sake, took the plane to the “ramp” area. Several passengers developed respiratory distress.
The crew boarding wore hazmat suits. The source of the chemical odor was not identified.
Press release from the BEA and the Commission d’Enquêtes Accidents et Incidents de l’Aviation civile (Mali)
Following the publication of the Interim Report on 20 September 2014 in Bamako (Mali), investigative work has continued, based on the analysis of the accident flight parameters. Progress made in this work has led the Republic of Mali Commission of Inquiry and the BEA to communicate jointly the following information.
On 24 July 2014, the MD-83 registered EC-LTV was performing scheduled night flight AH 5017 from Ouagadougou (Burkina Faso) to Algiers (Algeria). Takeoff occurred at 01h15, the climb towards the cruise altitude took place without any significant events, and the crew made several heading changes in order to fly around a storm cell. The autopilot and the autothrottle were engaged. The aeroplane reached the cruise altitude of 31,000 ft, that’s to say about 9,500 m. The autopilot then switched to the mode that maintains the altitude and the autothrottle to the mode that maintains the speed (Mach).
About two minutes after levelling off at an altitude of 31,000 ft, calculations performed by the manufacturer and validated by the investigation team indicate that the recorded EPR , the main parameter for engine power management, became erroneous on the right engine and then about 55 seconds later on the left engine. This was likely due to icing of the pressure sensors located on the engine nose cones. If the engine anti-ice protection system is activated, these pressure sensors are heated by hot air.
Analysis of the available data indicates that the crew likely did not activate the system during climb and cruise.
As a result of the icing of the pressure sensors, the erroneous information transmitted to the autothrottle meant that the latter limited the thrust delivered by the engines. Under these conditions, the thrust was insufficient to maintain cruise speed and the aeroplane slowed down. The autopilot then commanded an increase in the aeroplane’s pitch attitude in order to maintain the altitude in spite of this loss of speed.
This explains how, from the beginning of the error in measuring the EPR values, the aeroplane’s speed dropped from 290 kt to 200 kt in about 5 minutes and 35 seconds and the angle of attack increased until the aeroplane stalled.
About 20 seconds after the beginning of the aeroplane stall, the autopilot was disengaged. The aeroplane rolled suddenly to the left until it reached a bank angle of 140°, and a nose-down pitch
of 80°
The recorded parameters indicate that there were no stall recovery manœuvres by
the crew.
However, in the moments following the aeroplane stall, the flight control surfaces remained deflected nose-up and in a right roll.
CORRECTIVE ACTIONS
At least two similar events occurred, in June 2002 and in June 2014, with no serious consequences.
The event in June 2002 was the subject of an NTSB investigation report. On 4 June 2002, the McDonnell Douglas MD-82, registered N823NK performing Spirit Airlines flight 970, suffered a loss of thrust on both engines, in cruise at an altitude of 33,000 ft, that is about 10,000 m. The two pressure sensors, located on the engine nose bullets, were blocked by ice crystals, leading to incorrect indications and over-estimation of the EPR. The crew noticed the drop in speed and the precursor indications of a stall just before disengagement of the autopilot and putting the aeroplane into a descent. They had not activated the engine anti-ice systems. This event occurred during the day, outside the clouds.
On 8 June 2014, the MD83 registered EC-JUG belonging to Swiftair, which was performing a passenger transport flight at flight level FL 330, suffered a drop in speed while it was flying during the daytime above the cloud layer. The crew detected the problem, put the aeroplane into a descent and activated the engine anti-ice systems without reaching a stall situation, then continued the flight.
This background, as well as the data on the accident to flight AH5017, was shared with the European Aviation Safety Agency (EASA) and through EASA with the American authorities (FAA); they should serve as the basis for future publication of corrective measures aimed at assisting crews in identifying and responding to similar situations to those encountered at the time of this accident.
NEXT STEPS
The investigative work is continuing, in particular on the analysis of:
the flight parameters to complete the scenario described above,
possible crew reactions, despite the absence of Cockpit Voice Recorder data from the accident flight, which remain unusable to this day,
the training and follow-up of Swiftair crews,
previous events and the follow-up undertaken.
The publication of the final report is planned before the end of December 2015.
Download Interim below:
https://airflightdisaster.com/wp-content/uploads/2015/04/ec-v140724.e1.en_.pdf
A U.S. Air Force Boeing-757 jet made an emergency landing at Des Moines International Airport, Iowa, at around 9:30 A.M. on August 7th.
The white unmarked jet diverted from its flight plan after its windshield cracked mid-air.
The aircraft landed safely. All 9 people aboard remained unhurt.
One
While Flight 5461 London to Crete was en route, the pilot passed out. The copilot took the correct measures and made an emergency landing at Marco Polo airport in Venice. The unconscious captain was hospitalized, and passengers were obliged to disembark in order to board an alternate flight to Crete. The Titan Airways Airbus was flying for Easyjet. The plane was an Airbus, and there were 170 aboard. EasyJet confirmed that… “flight EZY5461 from London Gatwick to Heraklion, which was being operated by a wet leased Titan aircraft diverted to Venice as a result of the Captain requiring medical assistance. The First Officer performed a routine landing in line with procedures. The aircraft landed safely and was met by emergency services on arrival. The safety and wellbeing of its passengers and crew is easyJet’s highest priority.
easyJet sent a replacement aircraft and crew from London Gatwick to Venice to operate the flight to Heraklion. This flight has now arrived into Heraklion. Passengers were communicated with throughout and were provided with refreshment vouchers.
We apologise for any inconvenience experienced due to the diversion and resulting delay.”
.
Two
On October 6, the pilot of a United Airlines Boeing 787 Dreamliner between Houston, Texas and San Francisco, California diverted to Albuquerque NM when the co-pilot fell ill and lost consciousness. The pilot landed safety at Albuquerque International Sunport at 8:20 a.m.. A replacement crew completed the flight on the Boeing 787.
Three
Is this an epidemic? What about American Airlines pilot Capt. Michael Johnston, 57, who died mid-flight after experiencing a medical emergency the morning of October 5? His copilot made an emergency landing of the Airbus A320 in Syracuse, New York and taxied to a gate where paramedics quickly arrived in the cockpit. A replacement crew completed the flight. 147 pax, 5 crew.
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What: Astraeus Airlines Boeing 757-200 en route from Alicante,SP to Keflavik
Where: west of Brest France
When: Oct 23rd 2009
Why: While en route, the plane experienced an engine failure. The flight diverted to London for a safe landing. Passengers were flown out on a replacement flight.
What: Delta Airlines McDonnell Douglas MD-88 en route from Atlanta to St. Louis
Where: Cape Girardeau Regional Airport
When: Sept 19 2010
Who: 132 passengers 5 crew
Why: While en route, smoke was detected in the cabin.
The plane made a safe landing in Cape Girardeau. The evacuated passengers were taken by bus to St. Louis
