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Aviation History
1997
1997 - 0140.PDF
AIRLINE SAFETY REVIEW ACCIDENT DATA come from Flight International's own research and from Airclaims' World Airline Accident Summary (WAAS)*, a quarterly updated analytical record of accidents and incidents worldwide since 1945. The WAAS, a UK Civil Aviation Authority publication, benefits from Airclaims' exclusive infor mation exchange with the CIS Interstate Aviation Committee Commission for Flight Safety. The WAAS has now been improved with the addition of accidents- listing by operator and location, as well as by type of occurrence and aircraft type. Information from the Aviation Department of Lloyds of London, the interna tional insurance market, is also acknowledged. Flight International has been criticised for publishing details of non-fatal incidents because this type of information is not made officially available by the authorities in many countries. We will continue to list as many as we can, however. We accept that the non-fatal listing is unfairly weighted against Canadian, UK and US airlines because their information is made more readily available. *Airclaims, Cardinal Point, Newall Road, Heathrow Airport, London TW6 2AS, UK; tel: +44 (181) 897 1066, fax: +44 (181) 897 0300 Fatal events: hostile acts or illegal interference with flight affiSEEB AA airfield approach/early descent; ADC air-data computer; ADF automatic direction finder; ASI airspeed indicator; ATC air-traffic control; C climb; C-B circuit-breaker; CFTT con trolled flight into terrain; CVR cockpit-voice recorder; DME distancemeasunng equipment; ER en route; FDR flight-data recorder; DFDR digital FDR; ECAM electronic centralised air craft monitor, EFIS electronic flight- instrumentation system; EICAS engine-indicating and crew-alerting system; FL flight level = altitude, expressed in hundreds of feet, with interna tional standard pressure-setting (ISA) of 1013.2mb set on altimeter (eg: FUOO = altimeter reading of 10.000ft with ISA set); FMS flight-management system; G on ground; GPWS ground-proximity warning system; HP high pressure; ILS instrument-landing system: ISA international standard atmosphere=sea-level pressure of 10l3.2mb and standard temperature/pressure lapse-rate with altitude; L landing: LP low pressure; MTOW maximum take-off weight: NDB non- directional beacon; PF pilot flying; PNF pilot not flying; RA runway/final approach: VFR visual flight rules; VHF very high frequency; VMC visual meteorological conditions; VOR VHF omni-range navigation beacon; TO take-off U'i'iHM'I.MS lnm=1.85km; lft=0.3m: lkt=1.85km/h Date Carrier Aircraft Type/Registration Location Fatalities Total occupants Phase crew/pax crew/pax 23 November Ethiopian Airlines Boeing 767-200 ER(ET-AIZ) Ditched offshore Cormoros Islands, Nr Mozambique 10/117 12/163 ER The airaaft was hijacked earty in the cruise en route Addis Ababa. Ethiopia-Nairobi. Kenya by three Ethiopian men who claimed to have a bomb in a package. They asked to be taken to Australia. Thehyackers, whose motives never became dear. did not kill anyone directly, but did use violence agairtt the pilots. LXiring the eventual outo^ and centre sections turned over and sank almost immediately. Fatal accidents: scheduled passenger flights Date Carrier Aircraft Type/Registration Location Fatalities Total occupants Phase crew/pax crew/pax 29 February Faucett Airlines Boeing 737-200 (OB-1451) Nr Rodriguez Ballon Airport. Arequipa. Peru 6/117 6/117 RA The aircraft was on a WR/DME approach to rurmay 09 in visibility given as b^ The FDR indicates that the aircraft had been well below the published approach path for some distance before impact. It hit the ground m the extended centreline about 6km shonrt already at maximum. Airport elevation is 8.400ft and the impact point was 340ft below it. 11 May ValuJet McDonnell Douglas DC-9-30 (N904VJ) Everglades swamps, Nr Miami. Honda. USA 5/105 5/105 C Within some lOmin of takeoff from Miami, the crew requested return to the airport after heanng a 'brief, unidentified .noise'. Smoke soon entered cabin and flightdeck and the aircraft began an outofcontrol descent. Investigations centre on some unauthorised freightbold cargo, in the form of tmeoxpired chemical ox^ undercarriage tyres in the freightbay. It is believed that ignition of the rubber caused the smoke, and explosion of the tyres caused the noise which the aircrew heard. 13 June Garuda Indonesia Airlines McDonnell Douglas DC-1O30 (PKGIE) Fukuoka Airport, Kyushu. Japan 73 15/260 TO When the aircraft had climbed to about 20ft. the captain elected to abort the takeoff. The aircraft veered right off the runway, went through the penmeter fence and across a raised road which took off the gear and the left engine. The DC-10 finally came to rest on the extended centreline abcot 400m tmm the departure end of the runway. A fire st^r^ The abort decision appears to have been made because of an engine fire/failure. The cowling on the No 2 (tail) engine was penetrated by debns which hit it during the ovenun. BoW serviceable engines were used for reverse thrust and were at high power when the aircraft stooped. 06 Jury Delta Air Lines McDonnell Douglas MD88 (N927DA) Pensacola Regional Airport. Florida, USA 72 5/142 TO At the begirining of ttie takeoff roll, the fan section of the Nol engine injuring others. The separation was caused by fanhub metal fatigue initiated by the machining of a bolt-hole, which had caused an undetected crack to form. 17 July Trans World Airlines Boeing 747-100 (N93119) Nr Mastic Beach. Long Island, New \brk, USA 18/212 18/212 C At about 13,700ft in the climb, the aircraft suffered a dramatic event which caused it to break up and catch fire before hitting the surface of the sea. The recovered FDR and CDR gave no useful data, having stopped recording instantly, with no irregularities showing before power loss, n has been determined that the centre fuel tank explcoed. but tte been salvaged by the beginning of 1997. The Federal Bureau of investigation, working with the NTSB. is exciminirgtrieposs/b///fyofanoriboardborr^ earty January. 5 September Air France Boeing 747-400 (FGJTF) Irvflight Nr Ouagadougou. Burkina Faso 71 18/206 ER Severe turbulence associated with a weather front seriously injured three passengers. Orie of them later died from irfiries caused by & 2 October Aero Peru Boeing 757 (N52AW) Sea off Lima, Peru 9/61 9/61 C After takeoff and climb, the crew was progressively deprived otaccurate airspeed and altitude information because, during maintenarxx. ttie aircraft's static vents had been protected with aotie^ been removed, according to the investigators. The captain, evidently confused, talked to ATC for more than 30min before the aircraft hit the sea. 7 November ADC Airlines Boeing 727 (5NBBG) Nr Lagos, Nigeria Dived vertically imo lagoon during earty descent for Lagos, about 40km from the airport Cause not known. 9/134 9/134 AA 12 November Saudi Arabian AirUnes Boeing 7471O0B (HZAIH) Nr New Delhi. India 23/289 23/289 C On departure from Delhi, cleared to climb to 14,000ft the aircraft collided with an inbound llvushin Ih76 (see nonpasseriger scctmi) co the reciprocal track. This aircraft had been cleared to descend to 15,0OOft. Both crews had acknowledged their cleared heights and were following the cornn^ procedure laterally, n has rx>t been established why they were at the s Fatal accidents: non-scheduled passenger flights Date Carrier Aircraft Type/Registration Location Phase ER Fatalities Total occupants crew/pax crew/pax 8 January Mustjque Airways Pilatus BrittenNorman Islander (J8VAK) 30km offshore Bridgetown, Barbados -/l 1/9 Pilot reported loss of power on one engine during a flight from the Grenadines to Barbados in the Caribbean, and failed to maintain lie^ 6 February Birgenair Boeing 757-200 (TCGEN) Nr Puerto Plata, Dominican Republic 13/176 13/176 C From the m80kt" call during the night-time takeofffrom Puerto Plata, the crew knew that the captain's ASI was reading incorrectly, but they proceeded with the takeoff and earty climb without incident. Passing 4.700ft. however, crew exchanges on the CVR indicate that EICAS alerts relating to the airspeed armriafy had confused them. Accordirg slaved to the faulty ASI. The latter was reading a higher speed than demanded, so the aircran pitxtiedop to skm down. The copilot, rxwever. reponed his ASI read^ warning preceded a stall from which the aircraft did not recover, and the aircraft crashed into the sea. Trie FDR indicates that the aircraft was out of control for Imin 41s. The report says that pilot covers were not fitted while the aircraft was parked for more than a week before the fatal flight. It also criticises the flight crewticensing system which allowed the aircrew to maintain pilot licence and typerating currency with what it judged to be inadequate type training 10 May Aeroservicios Empresariales de Havilland Canada Twin Otter (XASWJ) CRT. Hit hillside on approach. Nr Otaez, Durango Province, Mexico 2/14 2/17 A/, 29 August Vnukovo Airlines TupolevTu-154(RA85621) Nr Longyearbyen Airport, Spitzbergen.Norway 12/129 CRT. The aircraft was on an ILS approach to runway 24 when it hit a 3,300fUUgh mountain ridge at the 2,00m level. Thv approach follows the line of a 12/129 34 FLIGHT INTERNATIONAL 15 - 21 January 1997
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