Google translate version
On March 21, 2022, the Boeing 737-800 B-1791 of China Eastern Airlines Yunnan Co., Ltd. was carrying out the MU5735 Kunming-Guangzhou flight. When cruising in the Guangzhou control area, the cruising altitude of the self-route dropped rapidly from 8900 meters, and finally crashed in Guangxi Near Mocong Village, Conan Town, Teng County, Wuzhou City, Zhuang Autonomous Region. The plane disintegrated after hitting the ground, killing all 123 passengers and 9 crew members on board.
According to the provisions of the "Convention on International Civil Aviation", within 30 days from the date of the accident, the investigating organization country must send the investigation preliminary report to ICAO and participating countries. and conclusions. At present, the "3.21" China Eastern Airlines MU5735 Aircraft Flight Accident Investigation Preliminary Report has been completed, and the report mainly includes factual information such as flight history, crew and maintenance personnel, airworthiness maintenance, and wreckage distribution. The main situations are as follows:
The aircraft took off from Runway 21 of Kunming Changshui Airport at 13:16 Beijing time, rose to a cruising altitude of 8900 meters at 13:27, entered the Guangzhou control area along the A599 route at 14:17, and at 14:20:55 Guangzhou area control radar showed a "deviation" Command altitude" warning, the aircraft left the cruise altitude, the controller called the crew immediately, but received no reply. At 14:21:40, the last recorded aircraft information by the radar was: standard pressure altitude of 3380 meters, ground speed of 1010 km/h, and heading of 117 degrees. Subsequently, the radar signal disappeared.
The accident scene is located in a valley running from southeast to northwest near Mocong Village, Conan Town, Teng County, Wuzhou City, Guangxi Zhuang Autonomous Region. A puddle with an area of about 45 square meters and a depth of 2.7 meters can be seen at the scene, which is determined to be the main impact point, located at 23°19′25.52″ north latitude and 111°06′44.30″ east longitude. The debris of the aircraft wreckage was mainly found on the ground and underground in the azimuth range from 0° to 150° of the impact point. The trailing edge of the right wingtip winglet was found approximately 12 kilometers from the main impact point. There were traces of fire in the forest vegetation at the scene of the accident. Major wreckage including horizontal stabilizer, vertical tail, rudder, left and right engines, left and right wings, fuselage parts, landing gear and cockpit parts were found at the scene. After all the wreckage was searched and collected from the scene, it was uniformly transported to a special warehouse for cleaning and identification, and placed according to the actual size and position of the aircraft, which was convenient for subsequent inspection and analysis.
After investigation
1. The qualifications of the flight crew, cabin crew and maintenance and release personnel on duty meet the requirements;
2. The airworthiness certificate of the aircraft in the accident is valid, the last A inspection (31A) and the last C inspection (3C) of the aircraft did not exceed the inspection time limit specified in the maintenance plan, and there was no fault report before the flight and short-term parking on the same day, and no fault reservation;
3. There are no goods declared as dangerous goods on board;
4. There is no abnormality in the navigation and monitoring facilities and equipment along the route involved in this flight, and there is no dangerous weather forecast;
5. Before deviating from the cruising altitude, the radio communication and control command between the crew and the air traffic control department were not abnormal. The last normal land-air call was at 14:16; the two recorders on the aircraft were severely damaged due to the impact, and the data was restored and Analysis work is still in progress.
In the follow-up, the technical investigation team will continue to carry out in-depth investigations such as wreck identification, classification and inspection, flight data analysis, and necessary experimental verification in accordance with relevant procedures, and scientifically and rigorously identify the cause of the accident.
end of translation
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So a factual preliminary report as might be expected according to SOP.
Pity if they don’t publish an English version, that would limit translation errors, as pointed out above. Every languages has its specific complexities and ordinary and technical language in cases like these add to that.
No early AD’s or other statements.
At this stage, as you would expect, using a 2D layout for reference.
Damage to the recorders appears more severe than expected. IIRC one was found on the surface and the other about 2 m deep, the ‘can’ memory containers seemed quite good but had folded edges at one side, so maybe water entered the cans.
Last edited by A0283; 20th Apr 2022 at 10:47.