ethiopian airlines aircraft down near Beirut
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This article assumes the crash was "probably spacial disorientation", ( see summary of accidents at the back) , considering it was partly compiled with Boeing. interesting, they have more access than we enjoy.
http://www.skybrary.aero/bookshelf/books/1372.pdf
I would have thought if it had been a lightning strike it would have been audible on the CVR.
http://www.skybrary.aero/bookshelf/books/1372.pdf
I would have thought if it had been a lightning strike it would have been audible on the CVR.
You are of course right BOAC and I have to say I suspect that if there were concrete indications of instrument failure some suggestion might have already got out. Has it been clarified who was pilot flying?
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Avenger,
This article assumes the crash was "probably spacial disorientation"
Thanks for the link.
Very useful for classroom purposes, I think.
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There are some operators that are manual until Flaps UP. daft, but true, especially on such a stormy night
Centarus post 385
In real life, there is no way both pilots in a 737 would have their eyes closed and head down if an unusual attitude occurs.
Although the point wasn't mentioned in the Trident Staines crash inquiry BEA had a procedure which required ALL pilots to write down ATC clearances upon reception.
This was the probable reason why P1 and P3 never got the premature droop retraction.
Whether this has any relevance to the accident I do not know - but it is food for thought.
BEA kept this foolish procedure for several years after the crash as the management line was protecting their a***s and blamed the accident on P1s heart condition.
Turning your head and bending your neck one wouldn't notice the acceleration of the aircraft as the attitude changed.
In real life, there is no way both pilots in a 737 would have their eyes closed and head down if an unusual attitude occurs.
Although the point wasn't mentioned in the Trident Staines crash inquiry BEA had a procedure which required ALL pilots to write down ATC clearances upon reception.
This was the probable reason why P1 and P3 never got the premature droop retraction.
Whether this has any relevance to the accident I do not know - but it is food for thought.
BEA kept this foolish procedure for several years after the crash as the management line was protecting their a***s and blamed the accident on P1s heart condition.
Turning your head and bending your neck one wouldn't notice the acceleration of the aircraft as the attitude changed.
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IMO that's enough recipe for somatographic illusion.
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Ehtiopian,
another accident waiting to happen,, they fly their Pilots up to 120 hours a month,, fly them to death. Fatigue is the major cause of accidents and here they seem to think they're not vulnerable. Machismo and arrogance is a bad cocktail of death.. Plus their FOs are overworked and underpaid, stressed out and unhappy, another bad cocktail...
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Ethiopia Airlines denies pilot error in Lebanon jet crash
January 17, 2012
Ethiopian Airlines said Tuesday the 2010 crash of its jet off Lebanon was likely caused by sabotage, a lightning strike or was shot down, rejecting an official Lebanese probe blaming pilot error.
"The aircraft disintegrated in the air due to explosion, which could have been caused by a shoot-down, sabotage or lightning strike," Desta Zeru, vice president of flight operations for Ethiopian Airlines, said in a statement.
A Lebanese government official, who spoke on condition of anonymity, told AFP Tuesday that its investigations blamed the crew's mistakes in piloting the jet when it went down in stormy weather on January 25, 2010.
However, the airline's own accident report released Tuesday said witnesses saw an explosion in the sky before the jet crashed into the sea, indicative of "external damage" inflicted, Desta told reporters.
The airline had already rejected an earlier draft report from Lebanon, and instead maintained the pilots were alert at the time of the crash, according to black box evidence.
"It's biased, it's missing facts, [it includes] hypotheses and conveniently excludes hard facts. We totally reject it," Desta said.
Desta accused Lebanese authorities of omitting the majority of the wreckage from the investigation and said Lebanon "ignored crucial information," such as security footage and autopsy records.
The aircraft crashed into the Mediterranean less than five minutes after take-off, killing all 90 people on board.
Lebanese authorities and Ethiopian airlines have been investigating the cause of the crash for two years, but have disagreed on its cause.
Lebanon news - NOW Lebanon -Ethiopia Airlines denies pilot error in Lebanon jet crash
Ethiopian Airlines said Tuesday the 2010 crash of its jet off Lebanon was likely caused by sabotage, a lightning strike or was shot down, rejecting an official Lebanese probe blaming pilot error.
"The aircraft disintegrated in the air due to explosion, which could have been caused by a shoot-down, sabotage or lightning strike," Desta Zeru, vice president of flight operations for Ethiopian Airlines, said in a statement.
A Lebanese government official, who spoke on condition of anonymity, told AFP Tuesday that its investigations blamed the crew's mistakes in piloting the jet when it went down in stormy weather on January 25, 2010.
However, the airline's own accident report released Tuesday said witnesses saw an explosion in the sky before the jet crashed into the sea, indicative of "external damage" inflicted, Desta told reporters.
The airline had already rejected an earlier draft report from Lebanon, and instead maintained the pilots were alert at the time of the crash, according to black box evidence.
"It's biased, it's missing facts, [it includes] hypotheses and conveniently excludes hard facts. We totally reject it," Desta said.
Desta accused Lebanese authorities of omitting the majority of the wreckage from the investigation and said Lebanon "ignored crucial information," such as security footage and autopsy records.
The aircraft crashed into the Mediterranean less than five minutes after take-off, killing all 90 people on board.
Lebanese authorities and Ethiopian airlines have been investigating the cause of the crash for two years, but have disagreed on its cause.
Lebanon news - NOW Lebanon -Ethiopia Airlines denies pilot error in Lebanon jet crash
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Lebanese probe points to pilot error in jet crash
Wow, nothing on this story for quite some time and 2 releases in one day!
January 17, 2012
A probe into the 2010 crash of an Ethiopian airliner in Lebanon in which all 90 people on board died points to pilot error, according to an official report issued Tuesday by Lebanese authorities.
"What is clear is that there were errors on the part of the pilot and co-pilot who are entirely responsible for the plane crash," Transport Minister Ghazi Aridi told AFP, referring to the January 25, 2010 crash.
According to the report, the pilot and co-pilot had been working non-stop for 51 days and were exhausted when the Ethiopian Airlines Boeing 737-800 went down minutes after taking off from Beirut, killing 82 passengers and eight crew.
Aridi said the plane was sound and a transcript of the exchange that took place between the crew and the tower control on takeoff showed there was no problem.
He said the Lebanese report on the crash was in line with findings by French and American investigators.
An earlier preliminary report on the crash said the accident was due to pilot inexperience and a series of errors by the pilots who failed to take into account signals emitted by the plane's instruments.
The pilot erroneously believed the jet was on automatic pilot and as a result he and his co-pilot failed to heed the alarm signals as the plane veered dangerously off course before crashing, the preliminary report showed.
Lebanese officials have previously said that data recovered from the plane's black box showed all instruments were working well until it plunged into the Mediterranean in a fierce storm.
They have also ruled out sabotage.
Lebanon news - NOW Lebanon -Lebanese probe points to pilot error in jet crash
January 17, 2012
A probe into the 2010 crash of an Ethiopian airliner in Lebanon in which all 90 people on board died points to pilot error, according to an official report issued Tuesday by Lebanese authorities.
"What is clear is that there were errors on the part of the pilot and co-pilot who are entirely responsible for the plane crash," Transport Minister Ghazi Aridi told AFP, referring to the January 25, 2010 crash.
According to the report, the pilot and co-pilot had been working non-stop for 51 days and were exhausted when the Ethiopian Airlines Boeing 737-800 went down minutes after taking off from Beirut, killing 82 passengers and eight crew.
Aridi said the plane was sound and a transcript of the exchange that took place between the crew and the tower control on takeoff showed there was no problem.
He said the Lebanese report on the crash was in line with findings by French and American investigators.
An earlier preliminary report on the crash said the accident was due to pilot inexperience and a series of errors by the pilots who failed to take into account signals emitted by the plane's instruments.
The pilot erroneously believed the jet was on automatic pilot and as a result he and his co-pilot failed to heed the alarm signals as the plane veered dangerously off course before crashing, the preliminary report showed.
Lebanese officials have previously said that data recovered from the plane's black box showed all instruments were working well until it plunged into the Mediterranean in a fierce storm.
They have also ruled out sabotage.
Lebanon news - NOW Lebanon -Lebanese probe points to pilot error in jet crash
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It should be blindingly obvious to all that yet again the crew did not understand that they were stalled, so any comments about 'incorrect stall recovery action' are meaningless.
Once again, an 'ineffective' F/O - apart from calling 'speed dropping' there was little else. If it was not so tragic, the Captain's exhortation to the F/O then 'OK try to do something' would be laughable. As skipskatta says "Total confusion in the cockpit".
Once again, an 'ineffective' F/O - apart from calling 'speed dropping' there was little else. If it was not so tragic, the Captain's exhortation to the F/O then 'OK try to do something' would be laughable. As skipskatta says "Total confusion in the cockpit".
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Ethiopian airline has decided to go paranoid:
Ethiopian | Press Releases
And their criticism against the report:
http://www.flyethiopian.com/en/docs/...nal_Report.pdf
Their theories in nutshell:
1. The computer went crazy, causing the erratic manoeuvring, showing crazy things in instruments and causing uncommanded trim adjustments
2. Captains 188 hours on new type in 51 days with absolute minimum rest could not have caused fatigue since it was within the limits of the regulations of the Ethiopian CAA and Company SOM.
3. Likewise the comments that Ethiopian paired a 188 hours on type Captain with a FO of 350 Hours should be replaced with "FO and Captain met the requirements in the FOPM approved by CAA".
4. Because the final FDR recording was diving 407 kts at 32 degrees nose down, left bank roll 61 degrees at 1300ft... ...The only logical conclusion is that the plane exploded at that moment in a orange fireball.
So the theory, as described in a official press release is:
After all the stalls and extreme bank angles, airplane nose about to hit the ocean, there was a "shoot-down, sabotage, or lightening strike". Thus, any characterization of Ethiopian pilots or flight operations is pure fabrication.
What an epic load of
.
Ethiopian | Press Releases
And their criticism against the report:
http://www.flyethiopian.com/en/docs/...nal_Report.pdf
Their theories in nutshell:
1. The computer went crazy, causing the erratic manoeuvring, showing crazy things in instruments and causing uncommanded trim adjustments
2. Captains 188 hours on new type in 51 days with absolute minimum rest could not have caused fatigue since it was within the limits of the regulations of the Ethiopian CAA and Company SOM.
3. Likewise the comments that Ethiopian paired a 188 hours on type Captain with a FO of 350 Hours should be replaced with "FO and Captain met the requirements in the FOPM approved by CAA".
4. Because the final FDR recording was diving 407 kts at 32 degrees nose down, left bank roll 61 degrees at 1300ft... ...The only logical conclusion is that the plane exploded at that moment in a orange fireball.
So the theory, as described in a official press release is:
After all the stalls and extreme bank angles, airplane nose about to hit the ocean, there was a "shoot-down, sabotage, or lightening strike". Thus, any characterization of Ethiopian pilots or flight operations is pure fabrication.
What an epic load of
.
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gotta say that the tone of the report in part is far from professional - lots of use of rhetorical questions and even exclamations marks - such as:
What really happened is completely opposite to that!
someone enjoyed writing this
What really happened is completely opposite to that!
someone enjoyed writing this
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Maybe, but one need only read the CVR transcript and ATC tapes to know that there was not even the slightest chance of sabotage. Just two inept individuals doing something beyond their abilities. Flying is not hard when things are going smooth, but incompetence kills you very quickly when things start going pear-shaped. The task load then goes up exponentially and it is exacerbated by the threat of personal harm, unlike other professions were the stress is not accompanied by threat to oneself.
The fact that Ethiopian mentions eye-witness reports of a fireball in the sky is laughable. Everybody who knows even the slightest thing about aviation accidents and eyewitnesses would know that it is very common to have such reports, even when there is no sign of fire. It is a psychological phenomenon due to the speed of the events, and you often see it with race car crashes as well. Besides, since when do aircraft accident reports rely on eyewitness accounts to tell them what happened?
I've always known to stay away from traveling on most African carriers, but I thought some were a little more progressive than this. What an embarrassment to aviation this airline is. I have a hard time understanding why they are not on a black list. Their reaction to this investigation shows a complete lack of any safety culture, not to mention the other blaring safety concerns exposed in the investigation.
The fact that Ethiopian mentions eye-witness reports of a fireball in the sky is laughable. Everybody who knows even the slightest thing about aviation accidents and eyewitnesses would know that it is very common to have such reports, even when there is no sign of fire. It is a psychological phenomenon due to the speed of the events, and you often see it with race car crashes as well. Besides, since when do aircraft accident reports rely on eyewitness accounts to tell them what happened?
I've always known to stay away from traveling on most African carriers, but I thought some were a little more progressive than this. What an embarrassment to aviation this airline is. I have a hard time understanding why they are not on a black list. Their reaction to this investigation shows a complete lack of any safety culture, not to mention the other blaring safety concerns exposed in the investigation.
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As SLF, this is really scary...
Allegedly - the airline is lying about the cause of the accident, presumably to protect revenue and reputation, and so if I believe their version of events I should conclude that they are a safe airline to fly with since the accident was caused by technical problems. However, if the allegations are true, then flying with them is putting my life at a greater risk than necessary due to the proficiency of some of their pilots.
Not sure how they can get away with that (if the allegations are true)...
Allegedly - the airline is lying about the cause of the accident, presumably to protect revenue and reputation, and so if I believe their version of events I should conclude that they are a safe airline to fly with since the accident was caused by technical problems. However, if the allegations are true, then flying with them is putting my life at a greater risk than necessary due to the proficiency of some of their pilots.
Not sure how they can get away with that (if the allegations are true)...
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1. a captain with only 188 hrs on the type and FO who is fresh graduate from a cadet program with total time of 650 of which 350 is on the type
2. a particularly bad weather on the day of the accident as confirmed by other pilots also. There was a lot of wind shear and embedded CB’s it was a dark night and we all know even a pilot with decades of flying experience can get caught sometimes. Weather reported about the time of the accident (00:35 UTC) was:
OLBA 250000Z 31008KT 280V340 8000 VCTS FEW020CB SCT026 13/06 Q1014 NOSIG= [00:00 UTC; wind 310 degrees at 8 knots, variable from 280° to 340°; visibility 8km; thunderstorms in the vicinity; few clouds with cumulonimbus at 2,000 ft; scattered clouds at 2,600 ft; temperature 13 degrees C, dew point 6 degrees C, pressure 1014 hPa]
OLBA 250100Z VRB03KT 4000 SHRA FEW020CB BKN026 12/07 Q1014 NOSIG=
3. ATC initially issued LATEB 1D SID but changed it to ’’ immediate right turn direct to chekka ‘’ just before takeoff which understandably puts the crews in uncomfortable situation considering the deteriorating weather.
4. Crew not complying with ATC instruction. ATC instructed an immediate right turn after departure to heading 315 but FO ( pilot flying at the time ) overshoot and continued the turn till 003 degrees. on CVR, captain was heard telling FO to follow ATC instruction. then ATC instruct left turn to 270 and crew acknowledge but again overshoot and roll out on 180.
5. A total of 10 ‘’ bank angle ‘’ warning with in 2 min.
6. normal climb until 7700 ft then activation of stick shaker warning for 29 seconds while at the same time the AOA was 32 degrees followed by sudden descent to 6000 ft
7. then the crews managed to gain temporary recovery and climbed to 9000 ft at which point there was another stick shaker warning for a period of 26 seconds, sharp left bank then the plane plunged to the Mediterranean sea
8. The FDR registered top speed to 407 kts and bank angle of 118 degrees before impact
9. All instruments were working and recoding data until impact. after all these overwhelming evidences, ET still believes there is some sort of sabotage. what an epic ignorance and stupidity. in fact this was a disaster waiting to happen. flight deck crew has repeatedly complained about the pairing of crews with low hrs but it fell on arrogant deaf management ears.
I'm talking this from self experience. i have gone through the same ET cadet program and was put on the same aircraft few months after graduation. the transition training we got was a nightmare. no observation flights, no indoctrination class of whatsoever. ET is till denying their problem so i wouldn't b surprised to see another similar accident soon.
Other than the expats, basic salary for a 737 captain is 2000 usd after tax and normally one can make up to max. of 4000 depending on flight hours in a month. FO basic salary is 600 usd after tax. pay check is on the average around 1000 usd after flight hrs. so no wonder everyone works like a mule. busting max. hrs of a week, month and year is common stuff. i myself flew 126 and 119 hrs at one peak season in 2009.
Refusing to accept flights or challenging management on such practices is an immediate threat to anyone's job security.
Ethiopian CAA is puppet organization. rather than ECAA being a regulatory body, its the other way around. its ET who orders ECAA of what they want to b approved. this way, ET was able to operate its F50's which would have been stamped NOT airworthy so many years ago. there is a lot of buzz about the huge new aircraft orders made so far ET and the brand new 787 coming in june this yr. the fact of the matter remains, ET is an organization ROTTING from its root. the former CEO ( mr. Girma Wake ) was replaced by ruling party loyal Mr Tewolde Gebremariam. many of ET's senior engineers r leaving for a better pay and working condition in the middle east.
In a recent incident, 60 engineers were denied permission from immigration office to leave the country. after recent negotiations between the pilot association and the management failed, there is a new exodus of pilots to companies like fly bubai and emirates. the problems in ET r countless and the denial of its managers makes the situation even worse.
2. a particularly bad weather on the day of the accident as confirmed by other pilots also. There was a lot of wind shear and embedded CB’s it was a dark night and we all know even a pilot with decades of flying experience can get caught sometimes. Weather reported about the time of the accident (00:35 UTC) was:
OLBA 250000Z 31008KT 280V340 8000 VCTS FEW020CB SCT026 13/06 Q1014 NOSIG= [00:00 UTC; wind 310 degrees at 8 knots, variable from 280° to 340°; visibility 8km; thunderstorms in the vicinity; few clouds with cumulonimbus at 2,000 ft; scattered clouds at 2,600 ft; temperature 13 degrees C, dew point 6 degrees C, pressure 1014 hPa]
OLBA 250100Z VRB03KT 4000 SHRA FEW020CB BKN026 12/07 Q1014 NOSIG=
3. ATC initially issued LATEB 1D SID but changed it to ’’ immediate right turn direct to chekka ‘’ just before takeoff which understandably puts the crews in uncomfortable situation considering the deteriorating weather.
4. Crew not complying with ATC instruction. ATC instructed an immediate right turn after departure to heading 315 but FO ( pilot flying at the time ) overshoot and continued the turn till 003 degrees. on CVR, captain was heard telling FO to follow ATC instruction. then ATC instruct left turn to 270 and crew acknowledge but again overshoot and roll out on 180.
5. A total of 10 ‘’ bank angle ‘’ warning with in 2 min.
6. normal climb until 7700 ft then activation of stick shaker warning for 29 seconds while at the same time the AOA was 32 degrees followed by sudden descent to 6000 ft
7. then the crews managed to gain temporary recovery and climbed to 9000 ft at which point there was another stick shaker warning for a period of 26 seconds, sharp left bank then the plane plunged to the Mediterranean sea
8. The FDR registered top speed to 407 kts and bank angle of 118 degrees before impact
9. All instruments were working and recoding data until impact. after all these overwhelming evidences, ET still believes there is some sort of sabotage. what an epic ignorance and stupidity. in fact this was a disaster waiting to happen. flight deck crew has repeatedly complained about the pairing of crews with low hrs but it fell on arrogant deaf management ears.
I'm talking this from self experience. i have gone through the same ET cadet program and was put on the same aircraft few months after graduation. the transition training we got was a nightmare. no observation flights, no indoctrination class of whatsoever. ET is till denying their problem so i wouldn't b surprised to see another similar accident soon.
Other than the expats, basic salary for a 737 captain is 2000 usd after tax and normally one can make up to max. of 4000 depending on flight hours in a month. FO basic salary is 600 usd after tax. pay check is on the average around 1000 usd after flight hrs. so no wonder everyone works like a mule. busting max. hrs of a week, month and year is common stuff. i myself flew 126 and 119 hrs at one peak season in 2009.
Refusing to accept flights or challenging management on such practices is an immediate threat to anyone's job security.
Ethiopian CAA is puppet organization. rather than ECAA being a regulatory body, its the other way around. its ET who orders ECAA of what they want to b approved. this way, ET was able to operate its F50's which would have been stamped NOT airworthy so many years ago. there is a lot of buzz about the huge new aircraft orders made so far ET and the brand new 787 coming in june this yr. the fact of the matter remains, ET is an organization ROTTING from its root. the former CEO ( mr. Girma Wake ) was replaced by ruling party loyal Mr Tewolde Gebremariam. many of ET's senior engineers r leaving for a better pay and working condition in the middle east.
In a recent incident, 60 engineers were denied permission from immigration office to leave the country. after recent negotiations between the pilot association and the management failed, there is a new exodus of pilots to companies like fly bubai and emirates. the problems in ET r countless and the denial of its managers makes the situation even worse.