Air Accident / Incident thread

donkey balls · 06-10-2016 10:02pm

What procedure do the Airlines and handling agents at Dublin got in place to stop staff from getting locked in to the fwd & aft holds at present ?

Stovepipe · 07-10-2016 12:08am

@bfm, like I said, the heated air passes thru several compartments and is often distributed last to the cargo areas. It's surviveable but not a fun place to be. The priority is human comfort and surviveability in the cabin......@donkeyballs, the engineer or handlers doing the push should be checking that all doors are closed prior to push. It's up to them to do a headcount as the loaders get clear. Depending on the aircraft type, a loader might have to get quite deep inside the holds to deal with bags and might be accidentally closed in. The way things are now, a loader might close a door and then rush off to another stand without having made his departure known to the tug crew or the load supervisor, so it can get very confused around the aircraft, as to who is where and doing what. Also, if you don't know the loaders/handlers/engrs/load supervisors personally, then you might not be aware that anyone is missing. A morning departure scene on the ramp is highly educational.

donkey balls · 07-10-2016 1:23am

Oh I know about morning and evening departures and the organised chaos behind it believe me did it all in a former life, But surely there has to be some form of a head count for lads getting into holds for loading.
Just take a 737 on a hot morning at Dub and the lad loading passes out due to the temperature in the hold,Surely the load supervisor should have a list of who is asigned to that flight.
I know ground crew get flung from one flight to another in the chaos of it all,But a simple head count just like what the fire services do be a lot better.

Dardania · 07-10-2016 6:57am

In other industries there are lock out tag out procedures - say in electrical, the circuit breaker feeding a panel has a series of locks on it, that everyone working on the panel puts their personal lock on. And th eonly way to energise the cirucit is if everyone takes their lock off.
Something like this: https://en.wikipedia.org/wiki/Lockout-tagout

Wonder why it can't be adapted for situations like this?

Mebuntu · 07-10-2016 11:40am

maximum12 wrote: »

That Stobart one sounds a bit concerning.

More like shocking. I'm surprised there hasn't been more discussion of this incident here. I can't wait to see the report on this one.

maximum12 · 07-10-2016 12:03pm

Mebuntu wrote: »

More like shocking. I'm surprised there hasn't been more discussion of this incident here. I can't wait to see the report on this one.

Any pilots know if they would get a warning if they were below the glide scope ?

Buffman · 07-10-2016 2:20pm

Here's few more incidents from the AVHearld:

THY A319 at Sochi on Sep 28th 2016, ATC prevented controlled flight into terrain

A THY Turkish Airlines Airbus A319-100, registration TC-JLP performing flight TK-295 (dep Sep 27th) from Istanbul (Turkey) to Sochi (Russia), was on final approach to Sochi's runway 02 at about 00:54L (21:54Z Sep 27th) in low visbility when the crew went around from low height (below 400 feet MSL) due to windshear. The aircraft turned left in conflict with the missed approach procedure requiring a turn to the right and was climbing towards terrain when ATC intervened instructing the aircraft to immediately climb to FL060 which was read back and complied with by the crew, then tower instructed to immediately turn right, the crew read back that instructions but continued to climb straight ahead towards terrain. ATC therefore instructed the aircraft to climb to FL150, which took the aircraft above terrain and into safety. Mountain tops around Sochi rise up to 2520 meters/8260 feet

Atlasjet A321 over Bulgaria on Sep 8th 2016, climb instead of descent results in near collision

An Atlasjet Airbus A321-200, registration TC-ATF performing flight KK-6112 from Zurich (Switzerland) to Istanbul (Turkey), was enroute at FL350 about 140nm southeast of Sofia (Bulgaria) and about 130nm northwest of Istanbul when Sofia Center cleared the flight to descend to FL310. The aircraft however initiated a climb instead of the descent.

A THY Turkish Airlines Boeing 737-800, registration TC-JVS performing flight TK-1966 from London Gatwick,EN (UK) to Istanbul (Turkey), was enroute at FL370 about 140nm southeast of Sofia and about 130nm northwest of Istanbul at the same time, when Sofia Center cleared the flight to descend to FL330.

Bulgaria's AAIU reported that as result the separation between the aircraft eroded to 0 feet vertical and 1.2nm horizontal at FL363, Sofia Center issued vectors to both aircraft turning the A321 left and the B738 right thus establishing diverging flight trajectories and resolving the conflict.

Jet Airways B773 at London on Aug 30th 2016, unsafe departure

A Jet Airways Boeing 777-300, registration VT-JEK performing flight 9W-117 from London Heathrow,EN (UK) to Mumbai (India), lined up Heathrow's runway 27L at taxiway S4E, about 1200 meters/4000 feet down the runway (total runway length 3660 meters/12000 feet leaving about 2400 meters/8000 feet remaining for that takeoff).

.................

The airline reported there had been no injuries and no damage, the airline however investigates the occurrence as part of their active safety management, too. The aircraft performed an intersection departure, thus not using the full runway length, however, did not climb to required height in time and crossed the airport perimeter wall and traffic on the road just past the wall at very low height.

And on a slightly less serious story, anyone ever heard of automated Mayday calls and automated diversion requests?

Aeromexico B788 over Atlantic on Sep 22nd 2016, automated declaration of Emergency reporting engine failure

An Aeromexico Boeing 787-800, registration N783AM performing flight AM-3 from Mexico City (Mexico) to Paris Charles de Gaulle (France), was enroute at FL410 over the Atlantic Ocean at about position N47.69 W34.6 about 740nm east of St. John's,NL (Canada) and about 1460nm west of Paris, when the aircraft transmitted an automated Mayday message to Gander Oceanic Centre reporting an engine (GEnx) failure and requesting a diversion to Gander,NL (Canada). Gander Oceanic Centre cleared the flight for the diversion and transmitted the clearance, but then received a number of automated reports indicating that operations were normal and the flight was continuing to destination. The aircraft continued to Paris for a safe landing about 3 hours later.

The Canadian TSB reported that soon after the automated reports indicating normal operations despite the earlier automated emergency declaration Gander Oceanic Centre received a message stating, that the emergency message had been sent with no apparent reason.

sjb25 · 07-10-2016 4:26pm

What's the story with this how "close" really would she have been

http://m.independent.ie/irish-news/courts/airport-ambulance-driver-launching-suit-after-ryanair-plane-almost-struck-her-after-she-was-cleared-to-cross-runway-35112476.html

ectoraige · 07-10-2016 4:36pm

sjb25 wrote: »

What's the story with this how "close" really would she have been

http://m.independent.ie/irish-news/courts/airport-ambulance-driver-launching-suit-after-ryanair-plane-almost-struck-her-after-she-was-cleared-to-cross-runway-35112476.html

Case still ongoing? Article says she was 86 metres away from airplane traveling at 200kph, or 55 metres per second.

Buffman · 16-10-2016 10:10pm

One from last month in Indonesia.

Accident: Trigana B733 at Wamena on Sep 13th 2016, hard landing results in main gear collapse

https://www.youtube.com/watch?v=xEiKpp8lH60

JCX BXC · 16-10-2016 11:20pm

Buffman wrote: »

One from last month in Indonesia.

Accident: Trigana B733 at Wamena on Sep 13th 2016, hard landing results in main gear collapse

https://www.youtube.com/watch?v=xEiKpp8lH60

Is it me or is the aircraft at the start of the video in the grass?

Buffman · 16-10-2016 11:38pm

Carnacalla wrote: »

Is it me or is the aircraft at the start of the video in the grass?

Ye, that was my first thought also, but the 732 is on a taxiway waiting at a holding point according to the YT description.

Buffman · 22-10-2016 1:11pm

Luckily this happend during backtracking and not after V1 on the takeoff roll or in the air.

Calm AT72 at Thompson on Oct 17th 2016, both engines shut down uncommandedly

A Calm Air Avions de Transport Regional ATR-72-200, registration C-GPBR performing flight MO-503 from Thompson,MB to Gillam,MB (Canada) with 31 people on board, was backtracking runway 06 for departure. While working the takeoff checklist the crew selected engine de-ice on, however, within 5 seconds both engines (PW124) flamed out and shut down emitting smoke. The crew stopped the aircraft on the runway, completed the engine shut down and declared emergency. The passengers disembarked onto the runway...............The Canadian TSB reported that prior to departure the aircraft had been parked in blowing snow conditions for about 3 hours without the engine inlets being covered.

Shows the importance of covering the air intakes from snow.

A similar situation lead to a Belfast bound Loganair Shorts 360 Royal Mail flight ditching in the Firth of Forth in 2001, killing both crew.

vicwatson · 24-10-2016 8:40am

Plane down leaving Malta killing 5

http://www.independent.ie/world-news/europe/five-eu-officials-dead-after-plane-crashes-in-malta-35155939.html

Edited not eu staff but nonetheless RIP the victims

martinsvi · 24-10-2016 10:57am

maximum12 wrote: »

Any pilots know if they would get a warning if they were below the glide scope ?

all commercial aircraft carrying more than 9 seats are required to be equipped with some form of Terrain avoidance system, ATRs would have EGPWS and as part of that, there is a mode for glideslope warnings

A typical Honeywell EGPWS would give a "soft warning" if aircraft is below 1000ft radio altitude and 1.3 points below the glide slope beam. Below 300ft and below 2 points of glideslope would result in EGPWS shouting "glide slope" at you every 3 seconds

ElNino · 24-10-2016 11:14am

Incident: Cityjet RJ85 near Dublin on Oct 23rd 2016, cracked windshield

By Simon Hradecky, created Sunday, Oct 23rd 2016 21:53Z, last updated Sunday, Oct 23rd 2016 21:53Z
A Cityjet Avro RJ-85 on behalf of Air France, registration EI-RJE performing flight AF-1617 from Dublin (Ireland) to Paris Charles de Gaulle (France), was climbing out of Dublin when the crew requested to stop the climb at FL150 subsequently advising they had a cracked windshield and needed to return to Dublin. The aircraft landed safely back about 35 minutes after departure.

A replacement RJ-85 registration EI-RJO reached Paris with a delay of 3.5 hours.

Growler!!! · 24-10-2016 11:45am

martinsvi wrote: »

maximum12 wrote: »

Any pilots know if they would get a warning if they were below the glide scope ?

all commercial aircraft carrying more than 9 seats are required to be equipped with some form of Terrain avoidance system, ATRs would have EGPWS and as part of that, there is a mode for glideslope warnings

A typical Honeywell EGPWS would give a "soft warning" if aircraft is below 1000ft radio altitude and 1.3 points below the glide slope beam. Below 300ft and below 2 points of glideslope would result in EGPWS shouting "glide slope" at you every 3 seconds

Once a valid signal is received from the captains glideslope receiver. If the ILS wasn't tuned then no EGPWS warning. Possibly what happened here. Unless the aural alarm was ignored!

martinsvi · 24-10-2016 11:53am

Growler!!! wrote: »

Once a valid signal is received from the captains glideslope receiver. If the ILS wasn't tuned then no EGPWS warning. Possibly what happened here. Unless the aural alarm was ignored!

I think the key here is that the deviation wasn't that bad for the warning to activate in the first place. From the report it says that aircraft descended to 1100ft MSL - if MSL is somewhat equal to rad altitude (which it probably isn't but hopefully it's somewhere close) then chances are the warning wouldn't have activated as the deviation threshold havent been reached yet

weisses · 24-10-2016 12:13pm

Footage of the Malta Crash RIP

https://www.youtube.com/watch?v=45qKqKxVg5c

My apologies ... I uploaded the incorrect video .... Fixed

cml387 · 24-10-2016 2:15pm

Our old friend the Fairchild Metroliner.

weisses · 25-10-2016 8:00am

Updated the video a few posts back

roundymac · 25-10-2016 10:47am

RIP.

Negative_G · 26-10-2016 8:24pm

http://www.aaiu.ie/node/987

ACCIDENT: Cessna T182T, N247P, at Blackstairs Mt. Co. Carlow, Ireland 24 May 2015: REPORT 2016-016

An avoidable accident. I can't understand why someone would take the risk.

Oscar Bravo · 26-10-2016 10:55pm

Met them at many a fly in along with the dogs. hard to read these reports when you can put a name/face to them

Negative_G · 26-10-2016 11:31pm

The photo of the wreckage was particularly hard to view.

allthedoyles · 26-10-2016 11:33pm

Flight path was not recommended

Buffman · 08-11-2016 11:22am

I hope the Australian Federal Police catch these guys.

From BBC:

Australian police are investigating 15 hoax transmissions made to planes over Melbourne, including one that forced a flight to abort its landing.

From ABC (with audio):

A hoax caller impersonated a pilot of a light aircraft issuing a mayday call and pretending to be experiencing engine trouble.

martinsvi · 08-11-2016 11:39am

I bet they already have the location, any half decent VDF equipment will nail them down to a fairly precise location, now all police have to do is go through some boxes of CCTV recordings and voilà .. should be much simpler than dealing with laser attacks

Foggy43 · 08-11-2016 1:14pm

martinsvi wrote: »

I bet they already have the location, any half decent VDF equipment will nail them down to a fairly precise location, now all police have to do is go through some boxes of CCTV recordings and voilà .. should be much simpler than dealing with laser attacks

I don't know? It is reported there have been 15 hoax call over a few weeks with the possibility of a portable transceiver being used. The person or persons could have driven from anywhere, carried out their dastardly deeds from any location in VHF range and driven away again. Unless the law enforcers are within meters of the offenders when the act is being carried out I would say not any easy task to apprehend them.
Even if the offending transceiver is found trying to prove who was actually using it when the offense was being committed is other 'question of law.'

martinsvi · 08-11-2016 1:34pm

Foggy43 wrote: »

I don't know? It is reported there have been 15 hoax call over a few weeks with the possibility of a portable transceiver being used. The person or persons could have driven from anywhere, carried out their dastardly deeds from any location in VHF range and driven away again. Unless the law enforcers are within meters of the offenders when the act is being carried out I would say not any easy task to apprehend them.
Even if the offending transceiver is found trying to prove who was actually using it when the offense was being committed is other 'question of law.'

the thing is the range for VHF hand helds is quite poor for ground to ground comms. If the tower picked them up, they must have been close, like within 20NM or so. Any time anyone transmits mayday, ATC will try to get a VDF lock, if the equipment is there... in this case when ATC says "I can see you out there", he means just that - he has a lock on him on the radar. The rest is up to police - yeap, it will take number of these calls to gather evidence and nail him down. If he's driving around, that's even better - same vehicle spotted on CCTV in 7-10 areas where the calls came from- you have a bingo! You have OCR in traffic cameras these days, you don't need someone spotting the car, you just have to do a bit of data mining, provided the data is recorded and you're done! proving the fact just comes down to comparing voices from the recording to the suspects voice.. This has happened before, in US, a guy decided to mess around with prison radios.. he's in jail now.. really not that difficult if the will is there.. just takes a bit of time and bit of data mining

Buffman · 08-11-2016 11:18pm

Where's Samuel L. Jackson when you need him?:eek:

Aeromexico Connect E190 enroute on Nov 6th 2016, snake on a plane:

An Aeromexico Connect Embraer ERJ-190, registration XA-GAG performing flight 5D-231/AM-231 from Torreon to Mexico City (Mexico), was enroute when a snake, likely a Gopher snake, appeared near the overhead lockers and fell down into the cabin. The flight crew requested priority and performed a safe landing in Mexico City.

https://www.youtube.com/watch?v=I6h0O5AXMT0

Locker10a · 08-11-2016 11:21pm

Buffman wrote: »

Where's Samuel L. Jackson when you need him?:eek:

Aeromexico Connect E190 enroute on Nov 6th 2016, snake on a plane:

An Aeromexico Connect Embraer ERJ-190, registration XA-GAG performing flight 5D-231/AM-231 from Torreon to Mexico City (Mexico), was enroute when a snake, likely a Gopher snake, appeared near the overhead lockers and fell down into the cabin. The flight crew requested priority and performed a safe landing in Mexico City.

https://www.youtube.com/watch?v=I6h0O5AXMT0

Holy Jesus, I would be locking myself in the toilet, NOPE no f*cking way would I be near that

Buffman · 09-11-2016 12:07am

Locker10a wrote: »

Holy Jesus, I would be locking myself in the toilet, NOPE no f*cking way would I be near that

Ye, luckily it seems there was no major panic on board. The Daily Fail are doing their usual with the story though.

Reminds me of a fatal Let L-410 crash a few years ago caused by weight imbalance due to the passengers fleeing a crocodile on board. Ironically the crocodile reportedly survived the crash.

pepe the prawn · 20-11-2016 12:54pm

Lucky escape for the Cessna crew, and an alert Dash-8 crew. Read down through the comments and you'll see the pilot of the Cessna chimes in with his thoughts on the whole thing.

http://avherald.com/h?article=4a0c9e6f&opt=0

pepe the prawn · 08-12-2016 2:50pm

The report into the crash which claimed the lives of some of the Bin Laden family in Blackbushe when the aircraft overshot the runway.

https://www.gov.uk/aaib-reports/aaib-investigation-to-embraer-emb-505-phenom-300-hz-ibn

cml387 · 08-12-2016 10:16pm

pepe the prawn wrote: »

The report into the crash which claimed the lives of some of the Bin Laden family in Blackbushe when the aircraft overshot the runway.

https://www.gov.uk/aaib-reports/aaib-investigation-to-embraer-emb-505-phenom-300-hz-ibn

The accident demonstrates the usefulness of having a co-pilot, so he can ask the pilot what exactly the f*ck he thinks he's doing.

Foggy43 · 08-12-2016 10:24pm

cml387 wrote: »

The accident demonstrates the usefulness of having a co-pilot, so he can ask the pilot what exactly the f*ck he thinks he's doing.

I'm afraid there has been a number of disasters where 'if only the first officer had questioned what the captain was doing' this may never have happened.

Irish Steve · 09-12-2016 12:52am

Just scanned through the report, it's a challenging read.

It's reassuring that the operator has changed the way they operate the aircraft, and now don't operate single crewed unless the sector is short, and not demanding. That looks like a good move.

It was a long time ago now, but I can still remember times of very high workload when operating single crewed in IFR airspace, and that was in an aircraft with a much lower speed range, and I also remember well just how high the workload was when in the circuit with a number of considerably slower aircraft operating at the same time.

The other factors that didn't help was that the approach had to be visual, which again increased the workload, and the runway was relatively short, so there was no margin for the sort of issue that eventually led to the accident. The absence of a controller to provide positive guidance to the aircraft in the circuit was another negative influence.

Very thought provoking reading.

smurfjed · 09-12-2016 3:15am

I was in HZ-IBN chatting to a different pilot before it crashed, even with the technology available i was surprised that they were operating this aircraft to Europe single pilot. Under normal conditions it wouldn't be too much of an issue with the exception of boredom, but when things go wrong I could imagine the workload becoming excessive rather quickly.

Irish Steve · 09-12-2016 3:59am

smurfjed wrote: »

I was in HZ-IBN chatting to a different pilot before it crashed, even with the technology available i was surprised that they were operating this aircraft to Europe single pilot. Under normal conditions it wouldn't be too much of an issue with the exception of boredom, but when things go wrong I could imagine the workload becoming excessive rather quickly.

Indeed. My instinct is that the problem was a high performance fast jet operating in uncontrolled airspace, without the guidance and separation that is normally provided by ATC, made worse by the very close proximity of a number of other airfields.
When you're working hard to get speeds down, and possibly height off, which isn't easy in a slippery jet, it can be very hard to suddenly get a TCAS alert from traffic that's moving at much less than half your speed, and there's not much space available to take avoiding action. Microlights doing 60 Kts and a jet doing over 170 Kts in an uncontrolled circuit pattern is not a comfortable mix, and for sure it will cause a lot of problems if single crewed.

I may be wrong on this, but the impression I am getting of the Phenom is that you can descend, or slow down, but you can't do both at the same time, and it looks horribly like he was trying to do that, and then it got worse as a result of the avoidance needed with the microlight, which would not have been a factor in the same way in a controlled environment. I find myself wondering if TCAS is an appropriate system to have active in an uncontrolled traffic pattern where there is such a disparity in performance and speeds, and where the options for avoidance are so limited because of the altitude and circuit limitations. The standard pattern heights are 800 Ft for single engine and 1200 Fr for twins and exec aircraft, so TCAS is going to have an issue with that, but there's little real alternative with all the other restrictions there are in that airspace, between other airfields quite close, and the TMA base not far above, there's not much space there to work with, and certainly not enough for IFR separations, which is what TCAS is working with.

Not nice, in any way.

smurfjed · 09-12-2016 10:19am

[font=Times, "Time New Roman", sans-serif]A British Airways Airbus A320-200, registration G-EUUM performing flight BA-749 from Basel/Mulhouse (Switzerland/France) to London Heathrow,EN (UK), was holding short of Basel's runway 15 in fog.[/font]

[font=Times, "Time New Roman", sans-serif]At the time a Piper PA-34 Seneca II was on final ILS approach to runway 15. The PA-34 went around, however, did not climb out, impacted the ground to the left of the runway and burst into flames at 17:41L (16:41Z).[/font]

[font=Times, "Time New Roman", sans-serif]The A320 crew advised tower that the aircraft on the go around had just about cleared their flight deck passing overhead their aircraft. Tower confirmed seeing the PA-34 "really low" overflying the A320, tower apologized that the A320 needed to wait now.[/font]

[font=Times, "Time New Roman", sans-serif]Emergency Services reported two bodies were recovered from the PA-34, the pilot and a passenger.[/font]

[font=Times, "Time New Roman", sans-serif]Basel Airport was closed following the crash of the PA-34. The A320 returned to the apron about 45 minutes after the crash. Flight BA-749 was subsequently postponed to the next day.[/font]

[font=Times, "Time New Roman", sans-serif]Although NOTAMs do not indicate the airport is closed, latest information is the airport will remain closed until 23:00L stranding a good number of soccer fans returning to the UK after the match between Basel and Arsenal London on Dec 6th.[/font]

[font=Times, "Time New Roman", sans-serif]Related NOTAM (editorial note: time stamps missing):[/font]
[font=Times, "Time New Roman", sans-serif]A5486/16 - ILS MH RWY 15 U/S FOR MAINTENANCE DO NOT USE, WRONG INDICATIONS POSSIBLE[/font]

[font=Times, "Time New Roman", sans-serif]Metars:[/font]
[font=Times, "Time New Roman", sans-serif]LFSB 071730Z 00000KT 0300 R15/0600U R33/0600N FZFG VV/// M01/M01 Q1035 NOSIG[/font]
[font=Times, "Time New Roman", sans-serif]LFSB 071700Z VRB02KT 0300 R15/0650N R33/0650N FZFG VV/// M01/M01 Q1035 NOSIG[/font]
[font=Times, "Time New Roman", sans-serif]LFSB 071630Z 35004KT 320V020 0350 R15/0900D R33/0800D FZFG VV/// M01/M01 Q1035 NOSIG[/font]

http://avherald.com/h?article=4a1c549a&opt=0
Doesn't look like the sort of weather a PA34 should be flying in.

unfit2006 · 27-12-2016 8:42pm

Has the report on the helicopter incident in Abbeyshrule been published yet ?

homerjay2005 · 27-12-2016 9:58pm

any idea when the new Air Crash investigates will air?

Bsal · 28-12-2016 7:01pm

LAMIA RJ85 preliminary report has been published.

http://avherald.com/h?article=4a16583c/0016&opt=0

john boye · 29-12-2016 12:54am

homerjay2005 wrote: »

any idea when the new Air Crash investigates will air?

The latest season only finished quite recently, about 2 months ago. Was quite a short season this time, only 6 eps or so

Stealthirl · 29-12-2016 7:20pm

john boye wrote: »

The latest season only finished quite recently, about 2 months ago. Was quite a short season this time, only 6 eps or so

They split this season up,the other 4 will be out Feb/March or May/June i would guess.
This was the last update i seen

First 6 episodes aired in 2016 while the final 4 air in 2017 (Australia). This list will be regularly updated as more info is known. Season 17 confirmed, will consist of 10x60 minute episodes

homerjay2005 · 29-12-2016 7:53pm

john boye wrote: »

The latest season only finished quite recently, about 2 months ago. Was quite a short season this time, only 6 eps or so

have ye got a link to the latest ones?

prunudo · 02-01-2017 6:57pm

Stealthirl wrote: »

They split this season up,the other 4 will be out Feb/March or May/June i would guess.
This was the last update i seen

Just noticed an ad for its return on Monday 23rd January with an episode on the Germany Wings crash.

Buffman · 08-01-2017 3:51pm

Looks like it may have finally happened to a commercial aircraft, a bit of a debate on AVH comments as to whether it was actually a drone or some coverup of a ground collision.

LAM B737 at Tete on Jan 5th 2017, collision with a drone

A LAM Linhas Aereas de Mocambique Boeing 737-700, registration C9-BAQ performing flight TM-136 from Maputo to Tete (Mozambique) with 80 passengers and 6 crew, was on final approach to Tete when the crew heard a loud bang, no abnormal indications followed. The crew suspecting a bird strike continued the approach for a safe landing.

A post flight examination revealed a drone had impacted the right hand side of the radome.

Looking at the damage sustained by a C130 a few years ago when it and a UAV collided, it could have been worse.

Buffman · 10-01-2017 10:34pm

Buffman wrote: »

A LAM Linhas Aereas de Mocambique Boeing 737-700, registration C9-BAQ performing flight TM-136 from Maputo to Tete (Mozambique) with 80 passengers and 6 crew, was on final approach to Tete when the crew heard a loud bang, no abnormal indications followed. The crew suspecting a bird strike continued the approach for a safe landing.

A post flight examination revealed a drone had impacted the right hand side of the radome.

An update with additional information on this, looks like the speculation wasn't far wrong.

On Jan 10th 2017 Mozambique's Civil Aviation Authority reported in a press conference in Maputo that they concluded the radome most probably failed as result of a structural failure caused by air flow pressure, contributing factors probably were a defective installation of the radome and inspection of the ribs. A foreign object damage was ruled out. The CAA added, that the radome had been purchased second hand through an American company supplying aircraft parts and components, the radome was installed on the aircraft during major maintenance in South Africa on Jun 27th 2016.

Air Accident / Incident thread

Comments