plane crash in Lagos Nigeria
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no need to apologise - until you've been in these places you have no idea just how fast a crowd can turn up out of apparent nowhere.............
And Lagos is something else - personally I find it very interesting but it's no place to go for a quiet weekend away from it all
And Lagos is something else - personally I find it very interesting but it's no place to go for a quiet weekend away from it all
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Knee Jerk by Nigerian CAA
Reported that they intend to impose a 15 Y/O aircraft rule. 
Simply Pathetic !!!!!!!! If they did that to Foreign Operators that'd be half of BA's B747 Fleet, all the 767's etc etc......
Its not the old aircraft, its lack of maintenance and human error.
Simply Pathetic !!!!!!!! If they did that to Foreign Operators that'd be half of BA's B747 Fleet, all the 767's etc etc......
Its not the old aircraft, its lack of maintenance and human error.
Reported that they intend to impose a 15 Y/O aircraft rule
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The report describes damage to the fuel lines, but doesn't seem to conclude whether that was pre or post crash damage. Otherwise the report states #1 and #2 lost power but doesn't seem to conclude why, did I miss something?
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The report seems to suggest that fuel manifolds in both engines were somehow not fitted correctly and stress fractures caused leaks in the fuel system. The engines appear to use a vacuum system to draw fuel from the tanks, so presumably the fractures allowed air to be sucked into the fuel system depriving the engines of sufficient fuel. Both engines had similar failures due to the same incorrect fitting of the manifolds on each engine. One failed shortly before the other.
The pilots ignored company regulations specifying an immediate diversion and landing after the first engine failed, did not refer to checklists or quick reference handbooks, and squandered the altitude they had before being sure they could make the airport.
The usual combination of factors adding together to create a disaster which potentially could have been averted.
This appears to be a no holds barred report that reflects quite badly on the standards of the aviation industry in Nigeria and events that happened immediately after the crash. Hopefully the necessary lessons will be learned and improvements made to aviation safety, but that will require proper financial investment and enforcement of checks and regulations.
An interesting read.
The pilots ignored company regulations specifying an immediate diversion and landing after the first engine failed, did not refer to checklists or quick reference handbooks, and squandered the altitude they had before being sure they could make the airport.
The usual combination of factors adding together to create a disaster which potentially could have been averted.
This appears to be a no holds barred report that reflects quite badly on the standards of the aviation industry in Nigeria and events that happened immediately after the crash. Hopefully the necessary lessons will be learned and improvements made to aviation safety, but that will require proper financial investment and enforcement of checks and regulations.
An interesting read.
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Given the same installation fault appears to have existed on both engines, the probability of the same failure happening virtually simultaneously on both engines is not as remote as might be assumed. It appears the failures were somewhat progressive in nature rather than a clean break. An unlikely event compounded by failure to treat the initial failure as an emergency, which at the time it didn't appear to be. Cultural issues and poor CRM played their part too. One of those shoulda, coulda, woulda, gotcha situations.
I tend to agree
However, I was left with the sense that the investigation was not able to conclude all critical supporting details regarding the engine hardware. Were both engine fuel system hardware made available for detail examination/testing and was it possible to confirm that the post accident damage was pre-existing or not?
never-the-less I was satisfied with the recommedations from the report.
However, I was left with the sense that the investigation was not able to conclude all critical supporting details regarding the engine hardware. Were both engine fuel system hardware made available for detail examination/testing and was it possible to confirm that the post accident damage was pre-existing or not?
never-the-less I was satisfied with the recommedations from the report.
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The report mentions (p.65) that the crew of a company sister MD-83 plane was aware of serious issues with one of the engines :
Maintenance issues, or engines long past their sell-by date?
The crew noticed slow acceleration of the No. 1 Engine in the previous flight legs. The Captain asked the ground Engineer to ride with him in the cockpit to monitor the subject Engine. During acceleration check at the threshold, the crew observed that left engine took thirty seconds (30 sec) to accelerate from idle rpm to 58-60% N2 instead of 6 seconds as recommended by the M.M. (from ground Idle to 1.4 EPR).
5N-SAI was the latest incident in the Airline regarding engine failure to respond to throttle movement. This led to the discovery of two fuel manifolds enclosing primary and secondary fuel supply lines in the fan air discharge section located approximately 5 o’clock position, which were
found not to have conformed to standard configuration, resulting in the secondary supply line being severed.
found not to have conformed to standard configuration, resulting in the secondary supply line being severed.
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Assuming that the engine manufacturer was party to the investigation/report (I missed that in the text), is the fuel manifold issue cause and effect credibly described here?
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"There is something wrong with maintenance records" GearDown&Locked...
Apparently there were some serious engineering flaws concerning maintenance and checks that a governing body official directly involved with the investigation found shocking..
And it was just waiting to happen.
Real sad day indeed.
Apparently there were some serious engineering flaws concerning maintenance and checks that a governing body official directly involved with the investigation found shocking..
And it was just waiting to happen.Real sad day indeed.
Last edited by BALEWA; 16th Mar 2017 at 20:43.
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This from the report: "The cockpit area was completely destroyed, with the pathologist unable to identify any of the flight crew, either physically or by DNA testing, as a result of the impact and massive fire," does not agree with this:
It's very hard to believe that an experienced airman would have responded to having lost one engine and then the second one in such a way.
It's very hard to believe that an experienced airman would have responded to having lost one engine and then the second one in such a way.
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I see. They were published as images of the pilot at the time of the crash, but I suppose they are pictures of one of the passengers, then. There's another image said to be of the pilot that shows him to be bald, where the dead man in this other image obviously is not.
Not the first time for multiple engine failure after maintenance
Eastern Airlines lost three engines on an L1011 after maintenance:
"There is something wrong with maintenance records"
GearDown&Locked,
I would ask if perhaps there's not "something wrong" with a corporate/governmental culture that causes a VERY experienced MD80 captain to harbor the thoughts or motivations, as quoted below from the official accident report, in the midst of a pretty serious situation. The report stated they overflew three suitable airports in an effort to get to Lagos. Why ?
When is the aviation industry going to learn that a performance-or-punishment culture/system is counterproductive ? Pressing on in an effort of avoid retribution (or the institutionalized perception of it) from the Powers That Be was a MAJOR contributing factor in this accident.
Quoted from the official accident report:
"At another time, the captain said declaring an emergency would make NCAA come after them.
The delay to declare an emergency due to unexplained fear of the Regulatory Body compounded their problems."
GearDown&Locked,
I would ask if perhaps there's not "something wrong" with a corporate/governmental culture that causes a VERY experienced MD80 captain to harbor the thoughts or motivations, as quoted below from the official accident report, in the midst of a pretty serious situation. The report stated they overflew three suitable airports in an effort to get to Lagos. Why ?
When is the aviation industry going to learn that a performance-or-punishment culture/system is counterproductive ? Pressing on in an effort of avoid retribution (or the institutionalized perception of it) from the Powers That Be was a MAJOR contributing factor in this accident.
Quoted from the official accident report:
"At another time, the captain said declaring an emergency would make NCAA come after them.
The delay to declare an emergency due to unexplained fear of the Regulatory Body compounded their problems."
Mistrust in Management
The report stated they overflew three suitable airports in an effort to get to Lagos.
It is my understanding that this was the last flight of the Captain before he was due to fly back home on rotational leave. If that was the case, then having flown for a carrier in Nigeria for many years, I can understand the need to 'get home' to LOS. However I, like the majority of professionals I have flown with, would prioritise the safe operation of the aircraft above all else.
I would always read all appropriate checklists as a start. However on a twin jet all Pilots know that with an engine problem 'land at the nearest suitable airport' is a given before you even start reading the checklist.
Personally after the first engine issues I would have started a turn back to ABV whilst calling for the appropriate checklist.
I would always read all appropriate checklists as a start. However on a twin jet all Pilots know that with an engine problem 'land at the nearest suitable airport' is a given before you even start reading the checklist.
Personally after the first engine issues I would have started a turn back to ABV whilst calling for the appropriate checklist.
