Politics and beliefs aside.

The only thing that matters in this thread is whether the signatories of ICAO Annex 13 among them will abide by what they signed for. Each signatory government had their opportunity, before signing, to exclude any provision that was not in keeping with their country's rules or regulations.

Now they are bound by what they signed for under ICAO.

"The only thing that matters in this thread is whether the signatories of ICAO Annex 13 among them will abide by what they signed for. Each signatory government had their opportunity, before signing, to exclude any provision that was not in keeping with their country's rules or regulations."



I fear that a mere liquid signature on a piece of paper will have little bearing on what ultimately happens with the investigation. Recall, these countries are often referred to as “Third World,” and this is with rightful qualification. Those truly responsible for moving the event forward are more likely to be more protective of their position, security, and personal greed. Odds are the FDR may never see the light of day, and if so, in what readable condition. I only hope that if there is something wrong with the airplane that another accident is not necessary for us to find out. I shake my head at the doubt and suspicion which is placed before common sense and the safety of others.

I don't like the abstract use of the term "Third World" in the context of this subject. "Third World" to me implies that "they" don't have rules and regulations according to the standards of the rest of ther world or that they fail to enforce such standards. here we are talking about the standards under Annex 13 that are in place (qualified under their signature) and need be enforced by ICAO with some sort of consequences if they are not upheld.

So casting this off as predictable third world behavior is too quick a judgement in my mind.

Else why does aviation even bother with ICAO standards unless we intend to abide by them.

Lomapaso

How about the Terd World?

In my view West Africa, typifies the worst excesses of the Third world. Cameroon is a little more progressive but the handling of this disaster makes it appear more like its neighbour Equatorial Guinea.
More pressure must be applied to the authorities involved, the families need accurate answers! :ugh::mad:

Dogma, I agree.

So you would imagine therefore that the various associations (IATA, IFALPA and particularly ICAO) would have made statements to that effect or in the case of ICAO an offer to help resolve the impasse, wouldnt you? I'm sure its all going on behind the scenes but some transparency would help.

PM

Sorry but back to the Top of the Forum.

Can any one shed some much needed light and latest info on this horrific tragedy ???:ugh::mad:

FDR not submitted yet? Unbelievable.

Who would be liable if it would contain evidence of a mechnical failure (let's say a reverser stowing valve f.i.) and that same failure would lead to another accident before the FDR is sent in?

Cameroon? Kenya? ICAO?

Not hard to understand why - Consider the mentality of why and who has control over the next step. Standards be damned. Mark my words, it will be a long long time before any useful information surfaces - no pun . Too bad.

Possibly all of the above....
So if another accident happened, who would you sue, and how would you pay the lawyers?
You and I still live in a world where we think that getting an answer to what happened, and preventing a recurrence, is the first priority.
We are the dinosaurs.
The priority now is procrastination, obfuscation, and generally covering your a$$.
What really happened has become irrelevant.

Where can one find historical METARs and TAFs ? I noticed someone posted METARs by the hour on the day of this accident. Anyone got a link please?

Just returned from Cameroon. FDR was submitted more than a week ago. Has been analysed. CVR has not been recovered yet. crater is 40-50FT deep and floods daily with tide coming in and out. Its very difficult to work as sight is difficult to get to. Talk of digging up sight now. Boeing and NTSB on sight assisting. Kenya Airways is doing its utmost to get to the bottom of this tragedy.

Encouraging. Do you know where or to whom (Country) the FDR sent.

FDR was sent to Canada.

My source at Kenya Airways, without commenting directly on this particular accident, says that the Flash Airlines report was a very, very interesting report.

Anyone have a link to this?

Spatial disorientation during a 270° turn over water, overbank

And thinking the autopilot was engaged. Remember that when engaging the autopilot to make sure the autopilot is engaged, not just the flight director. Proper unusual attitude recovery techniques are important as well.

Relevance to the Douala Accident?
 

In mid-air, plane’s key panel goes blank
SANJAY MANDAL
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"This is an emergency. I am not getting the proper data. None of the navigational panels are working properly..."
The Mayday call to the Calcutta air traffic control (ATC) was from the Hyderabad-bound SpiceJet flight SG 527 minutes after take-off on June 6. There were 132 passengers on board.
In what was termed by airport officials and pilots as an “extremely rare and dangerous situation”, the aircraft’s essential gadgets measuring height and speed and fixing direction were malfunctioning. A disaster was averted by the pilot’s SOS to the airport and then the surveillance radar that navigated the craft back to safety.
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The Boeing 737-800 series left Netaji Subhas Chandra Bose International Airport at 2.47pm. Once airborne, the control of an aircraft is handed over to the surveillance radar from the ATC tower but the officer in the control tower keeps in touch with the pilot.
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“The pilot was not responding to our calls. We were very worried,” recounted an official of the directorate-general of civil aviation (DGCA)’s air safety wing.
Then, the pilot’s voice reached ATC officers. “He sounded really nervous,” the official added.
And with good reason. The pilot told the control tower that the altimeter (measuring the height at which the craft is flying), the heading (compass on the panel showing the direction in which the craft is flying) and the speed control system were not displaying the vital information.
“The craft was then flying at an approximate height of 3,000 feet above ground level and steadily gaining height. But the pilot had no clue which way he was heading, the height at which he was flying and its speed,” an official explained.
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The pilot told the control tower that he needed to return to Calcutta airport at once. “A full emergency was declared at the airport; we had never faced such a situation,” an ATC official admitted.
SG 527 was then completely guided back to the runway by the surveillance radar. The pilot was first told to turn in a particular direction, then asked to lower height and decrease speed as directed by the radar. The aircraft landed just after 3pm, amidst all emergency arrangements.
“It was an operational issue which was resolved. The flight landed safely and nothing major happened,” said a SpiceJet official.
But veteran pilots shuddered at the thought of what might have been. “It is a very rare situation and can be really dangerous,” said one. “After take-off, if the speed limit is crossed, the aircraft’s whole structure can be damaged. And the wrong reading of heights can increase the possibility of mid-air collision,” he pointed out.
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from this link
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Any prior recorded instances of this on 737NG?
Any AD's or Service Bulletins, SIL's issued?

Good airmanship, even if over exaggerated (I'm pretty sure there was some minimal backup equipment working).

Anyone with more info ?