ADC Flight 53 Accident + Investigation
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It is a slippery slope.
I once had a chat with an Abuja controller about his weather reporting.
I was flying Cessnas for Julius Berger so that I was often operating there. One day during the harmattan season we showed up and got a weather report of visibility just below minimums for the ILS. The only problem with that was that we had about three miles flight visibility in moderate dust haze. We could see the whole airport from overhead so what was this 700 metres or whatever it was?
Somehow or other we got the weather report we needed and made a normal landing. Then I got the driver to run me over to the tower. This was before the new terminal had been built so that they were still using that temporary tower.
The controller insisted that the visibility was 'not clear.' I pointed to the big yellow bulldozers at work up by the threshold of 22, saying that they certainly were visible and that was something like three kilometres away, was it not?
'Ah, but they are not distinct!' was his answer. I could only reply that they were 'prominent unlighted objects,' all he needed to establish the visibility even if it was a bit hazy.
After a bit of back-and-forth it came out that his concern was that if he cleared me to land giving the visibility as at minimums then a crash would be his problem. If he gave the visibility as just below minimums and cleared me to land at my discretion then it would not be his problem.
I could only reply that I had no need of help like this! To have good visibility reported as bad so that I was officially going to be busting minimums; that's just crazy.
If some Minister makes policy without thinking this over you will see the controllers naturally unwilling to do anything but keep flights on the ground in anything but CAVOK! What, they should blame the controller for not second-guessing the Captain?
I remember another time in Port Harcourt where the Tower Controller explained that he didn't want to issue clearance to land until he saw that my aircraft was 'properly positioned.' I pointed out that when the weather was down to minimums he wouldn't be able to see an aircraft on short final anyway, given the distance from the tower to there. Again, it seemed to be a well-meant way to add an extra layer of safety that just hadn't been thought through.
I was flying Cessnas for Julius Berger so that I was often operating there. One day during the harmattan season we showed up and got a weather report of visibility just below minimums for the ILS. The only problem with that was that we had about three miles flight visibility in moderate dust haze. We could see the whole airport from overhead so what was this 700 metres or whatever it was?
Somehow or other we got the weather report we needed and made a normal landing. Then I got the driver to run me over to the tower. This was before the new terminal had been built so that they were still using that temporary tower.
The controller insisted that the visibility was 'not clear.' I pointed to the big yellow bulldozers at work up by the threshold of 22, saying that they certainly were visible and that was something like three kilometres away, was it not?
'Ah, but they are not distinct!' was his answer. I could only reply that they were 'prominent unlighted objects,' all he needed to establish the visibility even if it was a bit hazy.
After a bit of back-and-forth it came out that his concern was that if he cleared me to land giving the visibility as at minimums then a crash would be his problem. If he gave the visibility as just below minimums and cleared me to land at my discretion then it would not be his problem.
I could only reply that I had no need of help like this! To have good visibility reported as bad so that I was officially going to be busting minimums; that's just crazy.
If some Minister makes policy without thinking this over you will see the controllers naturally unwilling to do anything but keep flights on the ground in anything but CAVOK! What, they should blame the controller for not second-guessing the Captain?
I remember another time in Port Harcourt where the Tower Controller explained that he didn't want to issue clearance to land until he saw that my aircraft was 'properly positioned.' I pointed out that when the weather was down to minimums he wouldn't be able to see an aircraft on short final anyway, given the distance from the tower to there. Again, it seemed to be a well-meant way to add an extra layer of safety that just hadn't been thought through.
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Guys,with the recent revelations at the house committee for aviation,house of representatives,federal republic of Nigeria,we can see that Boris didnt know what he was talking about.
Somebody decieved the poor chap,and he went to press with it.
I am not against VK.17th of october with 15 minutues to go to land in Owerri the capt advised all pax to be prepared for emergency landing.
pressure was lost in the cabin,and the aircraft kept swerving and rising and falling erratically.This is true,but some how has not reached the press.
Aircraft stabilised five minutes to Owerri.
I want VK to get things right thats all.
African stake holders operating in West Africa need VK not just to succeed but to dominate the aviation markets in Africa,so we have a better bargaining position.
Aero appears to be the only safe one left with info I have recieved on this site about Arik pilots not knowing their way.Personally I think a lot of you have the knives out for ARIK.I believe ARIK will succeed despite the negativity that their competitors spout about them.
Aero and Arik are the only safe airlines in Nigerian domestic aviation.Fly with others at your own risk.
Somebody decieved the poor chap,and he went to press with it.
I am not against VK.17th of october with 15 minutues to go to land in Owerri the capt advised all pax to be prepared for emergency landing.
pressure was lost in the cabin,and the aircraft kept swerving and rising and falling erratically.This is true,but some how has not reached the press.
Aircraft stabilised five minutes to Owerri.
I want VK to get things right thats all.
African stake holders operating in West Africa need VK not just to succeed but to dominate the aviation markets in Africa,so we have a better bargaining position.
Aero appears to be the only safe one left with info I have recieved on this site about Arik pilots not knowing their way.Personally I think a lot of you have the knives out for ARIK.I believe ARIK will succeed despite the negativity that their competitors spout about them.
Aero and Arik are the only safe airlines in Nigerian domestic aviation.Fly with others at your own risk.
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The ADK 053 accident is a really unfortunate and came at a really bad time for the company as they were on the way up. The company had acquired 2 X B737-300s on a 6 month wet lease from Europe that are supposed to be in the country as we speak but have been delayed due to suspension of the airline's AOC by his emminence Baba-Lover Boris Shady the first. The company had also bought 2 X B737-300s that are in about to be inspected and are looking for two more. Top management also claim to have ordered B737-700s for delivery 2 years from now, but na when i see dat one i go believe am.
The cause of the crash is still uncertain but windshear seems likely. An unconfirmed report from the crash site indicates that the thrust levers firewalled. ADC may get their AOC soon since most of the preliminary government investigations have not found the airline culpable. But they have an uphill task ahead of them when it comes to getting back their pax.
As for the abuja ATC, don't get me started. Unlike Lagos approach, inbound traffic must pass on all details to them on initial contact, then you must always remind them to turn you to hdg 180 or you'll go right through the localiser of ILS 22. Final at about 2 miles to touch down you have to ask them if it ok to contact the tower, switch over to tower only to find out that chanchangi has been cleared for takeoff. There is absolutely zero coordination between approach and tower and anybody else coming to think of it. Then in 800m visibility (more like 200m) they'll ask you to report runway in sight before they clear you to land.
The cause of the crash is still uncertain but windshear seems likely. An unconfirmed report from the crash site indicates that the thrust levers firewalled. ADC may get their AOC soon since most of the preliminary government investigations have not found the airline culpable. But they have an uphill task ahead of them when it comes to getting back their pax.
As for the abuja ATC, don't get me started. Unlike Lagos approach, inbound traffic must pass on all details to them on initial contact, then you must always remind them to turn you to hdg 180 or you'll go right through the localiser of ILS 22. Final at about 2 miles to touch down you have to ask them if it ok to contact the tower, switch over to tower only to find out that chanchangi has been cleared for takeoff. There is absolutely zero coordination between approach and tower and anybody else coming to think of it. Then in 800m visibility (more like 200m) they'll ask you to report runway in sight before they clear you to land.
Last edited by Capt. Manuvar; 10th Nov 2006 at 15:53.
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Capt. Manuvar
"An unconfirmed report from the crash site indicates that the thrust levers firewalled. ADC may get their AOC soon since most of the preliminary government investigations have not found the airline culpable."
Let me say again as I did in an earlier posting... we do not yet know the cause of this accident and need to wait for the final report... Having said that, if wind-shear proves ultimately to be the cause of the accident then the airline has to accept some portion of responsibility... on this particular day any pilot with only a very limited understanding of weather would, SHOULD have known that windshear was a very real potential hazard... The actions of a pilot deciding to depart the airport under the prevailing conditions must bring into question the training and monitoring of flight crew standards within the company.
The report will be some time in coming... let's not second guess the findings.
"An unconfirmed report from the crash site indicates that the thrust levers firewalled. ADC may get their AOC soon since most of the preliminary government investigations have not found the airline culpable."
Let me say again as I did in an earlier posting... we do not yet know the cause of this accident and need to wait for the final report... Having said that, if wind-shear proves ultimately to be the cause of the accident then the airline has to accept some portion of responsibility... on this particular day any pilot with only a very limited understanding of weather would, SHOULD have known that windshear was a very real potential hazard... The actions of a pilot deciding to depart the airport under the prevailing conditions must bring into question the training and monitoring of flight crew standards within the company.
The report will be some time in coming... let's not second guess the findings.
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[quote=AVSEC;2956389]Guys,with the recent revelations at the house committee for aviation,house of representatives,federal republic of Nigeria,we can see that Boris didnt know what he was talking about.
Somebody decieved the poor chap,and he went to press with it.
I am not against VK.17th of october with 15 minutues to go to land in Owerri the capt advised all pax to be prepared for emergency landing.
pressure was lost in the cabin,and the aircraft kept swerving and rising and falling erratically.This is true,but some how has not reached the press.
Aircraft stabilised five minutes to Owerri.
I want VK to get things right thats all.
African stake holders operating in West Africa need VK not just to succeed but to dominate the aviation markets in Africa,so we have a better bargaining position.
Aero appears to be the only safe one left with info I have recieved on this site about Arik pilots not knowing their way.Personally I think a lot of you have the knives out for ARIK.I believe ARIK will succeed despite the negativity that their competitors spout about them.
Aero and Arik are the only safe airlines in Nigerian domestic aviation.Fly with others at your own risk.[/quote]
Ordinarily silence is the best answer for someone who is ignorant but as yours is extreme I want to save you from further embarrassment cos your comments shows that you are definitely not a pilot so i shall take it on myself to educate you
1. Vk has one of the youngest 737-300 fleets in Africa
2 aero and arik have one of the oldest
3. Some how items 1 and 2 are not in the press, humility on ones part but tear “rubber adverts” are in the press
4. Aircraft are susceptible to mechanical failure at any time,and that’s why a book called the abnormal/emergency checklist or,QRH,have you heard of them? Every aircraft has one; check your CRJ900 and 737
5. With less than 15 mins to landing as you quoted, I do not think that your description of loss of cabin pressure is accurate
6.no professional will count on the dramatic personae of passengers as most of them are sacred of flying already even if its “tear rubber”.so this” swerving” might be the three left turns passing port harcout to land owerri,and as for the aircraft rising and falling, this justs overshoots the upper limits of ignorance, how is a pressurization problem related to rising and falling aircraft, now maybe a rising and falling cabin.but I don’t think anyone who made a post like yours will understand what a this means.
7. Maintenance at vk is carried out by Lufthansa technik just like aero and I suspect arik
8. Incidents like this don’t go un investigated which means appropriate action was taken and crew commended for following laid down procedures, which means that the safety network is working well. Have you tested yours at arik? Or you have info on your hand to know that aeros is?
9. Roughly a month ago an aero aircraft took of and returned immediately after take off due a technical glitch, and they have had at leasts,four of such incidents in recent times which was not in the press? If we are to go by your measure of un-safe airlines does this not qualify?At least I do agree that aeros safety practice is well tested,is ariks?
10. check United states travel advisory, about air travel in Nigeria and pls tell me how you can convince an American not to fly vk ,hmmm is arik on the list? Aero is
11. vk has been through many tough audits by the big oil majors and now serve the oil industry as well as aero,have you passed a shell audit at arik?
12.virgin atlantic,a core investor has had years of experience in a safe reliable operation and the track record is there ditto with aero and schreiner,what track record do you At arik have?
Am on the roll but ill stop the lessons here for now
Pls let us deliberate on unbiased stuff so we can encourage a vibrant and safe industry where thousands are employed,but bashing serves no purpose,and I do wish arik all the best,I have friends employed there,but if you see me bash them it wiil be unbiased and impartial
Somebody decieved the poor chap,and he went to press with it.
I am not against VK.17th of october with 15 minutues to go to land in Owerri the capt advised all pax to be prepared for emergency landing.
pressure was lost in the cabin,and the aircraft kept swerving and rising and falling erratically.This is true,but some how has not reached the press.
Aircraft stabilised five minutes to Owerri.
I want VK to get things right thats all.
African stake holders operating in West Africa need VK not just to succeed but to dominate the aviation markets in Africa,so we have a better bargaining position.
Aero appears to be the only safe one left with info I have recieved on this site about Arik pilots not knowing their way.Personally I think a lot of you have the knives out for ARIK.I believe ARIK will succeed despite the negativity that their competitors spout about them.
Aero and Arik are the only safe airlines in Nigerian domestic aviation.Fly with others at your own risk.[/quote]
Ordinarily silence is the best answer for someone who is ignorant but as yours is extreme I want to save you from further embarrassment cos your comments shows that you are definitely not a pilot so i shall take it on myself to educate you
1. Vk has one of the youngest 737-300 fleets in Africa
2 aero and arik have one of the oldest
3. Some how items 1 and 2 are not in the press, humility on ones part but tear “rubber adverts” are in the press
4. Aircraft are susceptible to mechanical failure at any time,and that’s why a book called the abnormal/emergency checklist or,QRH,have you heard of them? Every aircraft has one; check your CRJ900 and 737
5. With less than 15 mins to landing as you quoted, I do not think that your description of loss of cabin pressure is accurate
6.no professional will count on the dramatic personae of passengers as most of them are sacred of flying already even if its “tear rubber”.so this” swerving” might be the three left turns passing port harcout to land owerri,and as for the aircraft rising and falling, this justs overshoots the upper limits of ignorance, how is a pressurization problem related to rising and falling aircraft, now maybe a rising and falling cabin.but I don’t think anyone who made a post like yours will understand what a this means.
7. Maintenance at vk is carried out by Lufthansa technik just like aero and I suspect arik
8. Incidents like this don’t go un investigated which means appropriate action was taken and crew commended for following laid down procedures, which means that the safety network is working well. Have you tested yours at arik? Or you have info on your hand to know that aeros is?
9. Roughly a month ago an aero aircraft took of and returned immediately after take off due a technical glitch, and they have had at leasts,four of such incidents in recent times which was not in the press? If we are to go by your measure of un-safe airlines does this not qualify?At least I do agree that aeros safety practice is well tested,is ariks?
10. check United states travel advisory, about air travel in Nigeria and pls tell me how you can convince an American not to fly vk ,hmmm is arik on the list? Aero is
11. vk has been through many tough audits by the big oil majors and now serve the oil industry as well as aero,have you passed a shell audit at arik?
12.virgin atlantic,a core investor has had years of experience in a safe reliable operation and the track record is there ditto with aero and schreiner,what track record do you At arik have?
Am on the roll but ill stop the lessons here for now
Pls let us deliberate on unbiased stuff so we can encourage a vibrant and safe industry where thousands are employed,but bashing serves no purpose,and I do wish arik all the best,I have friends employed there,but if you see me bash them it wiil be unbiased and impartial
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Wow ONE-EIGHT-LEFT (18L), preach on brother...preach on. I'm anxiously waiting for the continuation of your lecture. Better yet, you schooling non pilot/aviation peeps.
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MungoP. You raise an interesting point. Are you aware of, and can direct any of us to, ANY proper ICAO Annex 13 official investigation report into an airliner crash in Nigeria? Issuing them publicly is a requirement under ICAO (guys please don't list all the other non-observances) but try as I might I haven't been able to find a single one. Hard copies perhaps from Abuja or Lagos?
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The accident report is now out. A thunderstorm was happening at the airport. ATC relayed a wind of 15 knots. Virgin Nigeria said it looked more like 35 knots and therefore delayed the takeoff.
ADC decided to go and hit windshear soon after departure. Their windshear recovery technique of pitching up was excessive and therefore they stalled and crashed. Full noseup trim on impact.
http://www.aib.gov.ng/reports/4-2008...06-10-29-F.pdf
ADC decided to go and hit windshear soon after departure. Their windshear recovery technique of pitching up was excessive and therefore they stalled and crashed. Full noseup trim on impact.
http://www.aib.gov.ng/reports/4-2008...06-10-29-F.pdf
