air crash investigation 2020

Mayday / Air Crash Investigation / Air Disasters. Table 1, based on the operator’s records, details the crew’s sign on and sign off times for the 3 days before the accident. In addition to this check flight, the FE completed two air tanker drops with a supervising flight engineer in Australia on 12 January 2020. Figure 2: Overview of the drop zone (red fire retardant) and accident location. They also provided flight crews for the NSW RFS Boeing 737 which had previously been purchased from Coulson Aviation in 2019. "[6][13] According to PIA's CEO, Arshad Malik, a technical fault prompted the aircraft to make a go-around rather than land, even though both runways were available. The PIC held a current airline transport pilot certificate with ratings for multi-engine land aircraft including the EC130Q, issued by the US Federal Aviation Administration (FAA) on 13 October 2017. Video of the crash scene shows that the aircraft serial number was 11–9358, msn 9358. The SkyTrac unit recorded data at 5 second intervals. This interim report details factual information established in the investigation’s evidence collection phase and has been prepared to provide timely information to the industry and public. The aircraft then became obscured by smoke.[13]. [62], The aircraft's flight data recorder (FDR) and cockpit voice recorder (CVR) were recovered[63][64] and flown to France. The doors remained open until the RADS was reset by the crew. Birddog aircraft are used to lead air tankers and provide guidance on the release of the fire retardant. It was removed from storage, re‑purposed for firefighting activities by the operator and registered in the restricted category. During the drop, about 1,200 US gallons (4,500 L) of fire retardant was released. At about 1155, B137 arrived overhead the Adaminaby fire-ground. From the video, it was unclear if the aircraft flew behind the smoke or entered the smoke. And so do the experts whose job it is to figure out what happened. Severe turbulence can result in large abrupt changes to an aircraft’s attitude and/or altitude, and potentially a momentary loss of control. On 13 September 2019, the co-pilot completed the operator’s crew resource management and controlled flight into terrain awareness courses, and reviewed the US Department of Agriculture Forest Service’s air tanker pilot training video. Click on this link : https://bit.ly/3gRqwbs While conducting fire control operations, the aircraft collided with terrain after completing a fire retardant drop. After approaching the Adaminaby complex fire, the drop was unable to be completed and the aircraft was diverted to a secondary tasking, to drop retardant on the ‘Good Good’ fire (Figure 1… The co-pilot’s logbook combined with the operator’s records showed a total flying experience of about 1,744 hours, of which about 1,364 were on the C130. This made it impossible for the aircraft to maintain altitude, causing it to crash during its return to the airfield. The aircraft was not fitted with a flight data recorder, nor was it required to be by Australian or US regulations. The engine manufacturer attended the engine inspections, where it was confirmed that all engines were rotating at impact, and there were no noted pre-existing issues. [14], AP-BLD, the aircraft involved in the accident, seen in 2016, Aviation accidents and incidents in Pakistan. The crew had been tasked with a fire retardant drop over the ‘Adaminaby Complex’ bush fire. When the pilot went around, it is believed damage had already been caused to both engines from this contact, leading to engine failure after the go-around. [9][10] The aircraft's wings were reported as being on fire in the moments before the plane crashed into rooftops. The ATSB is investigating the collision with terrain of a Lockheed EC130Q Hercules Large Air Tanker, registration N134CG, near Peak View, New South Wales, on 23 January 2020. However, contracting requirements in the US required the aircraft be fitted with an operational load monitoring system, which was located behind the centre wing section in the fuselage. A final report will be released at the conclusion of the investigation. On the flight engineer application form, the flight engineer reported accruing 4,050 hours on the C130 aircraft. [27][18] From 22 March to 7 May 2020, the plane had remained grounded owing to flight cancellations amid the global COVID-19 pandemic. Examine the wrecks and official records, and hear from eyewitnesses, passengers and aviation experts as we reconstruct some of the most tragic disasters in aviation history. They all consistently reported very strong winds from the north-west, with gusts up to 43 kt recorded at ground level. 45:46. Table 2: SkyTrac and ADS-B recorded parameters. Figure 5: Accident circuit with predominant wind direction and terrain, Source: Google earth and SkyTrac data, annotated by the ATSB. At about the same time, the RFS ground firefighters at the Good Good fire-ground, near Feeney’s Road in Peak View, contacted the Cooma FCC and requested additional assets for property protection. The landing gear was extended at a height of 7,200 ft when the aircraft was 10 nautical miles away, but the landing gear was inexplicably retracted by the time it came to 5 nautical miles from the runway. [8][25][26] It was powered by CFM56-5B4/P engines,[27] which were most recently installed in February and May 2019. One of the pilots responded again by stating that he was satisfied and able to handle the situation, and that he was prepared for landing. [15][3] One of the pilots radioed air traffic control (ATC) reporting landing gear issues and the failure of both engines. As power changes are controlled by changes to the propeller blade pitch while maintaining a constant engine speed, the engine power levels were determined from the blade pitch angle at impact. One resident noted that, although the prevailing wind was from the north-west, the direction and strength at ground level were also being influenced by the local terrain. At 1012, the Richmond air base manager sent a text message to the air tanker and birddog pilots to advise them of an airport warning for wind gusts in excess of 35 kt between 1000 and 1700 at the Richmond base. The PIC replied that they would not be returning to Adaminaby due to the weather conditions. A CVR system check was not included in any of the operator’s checklists, and none of the operator’s flight crew were aware of the need to check this system status prior to flight. The accident site was located on slightly sloping, partially wooded terrain, near Peak View, 50 km north-east of Cooma-Snowy Mountains Airport. 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