ATR72 Crash in Iran (Thread Tecnico)

[JT8D]

Incidente in Iran che ha coinvolto un ATR 72-212 di Iran Aseman Airlines:

http://avherald.com/h?article=4b511c15&opt=0

https://aviation-safety.net/database/re ... 20180218-0

Paolo

[JT8D]

Aggiornamento riportato oggi:

"On Feb 20th 2018 Iran's Revolutionary Guards reported helicopters and unmanned aerial vehicles have sighted the wreckage 30 meters below the peak of the mountains south of Noqol (Editorial note: airway W144 leading to Yasuj passes over Nogol and Yasuj NDB, according to Google Earth the highest peak below W144 in that area rises up to about 4040 meters/13250 feet at position N30.7946 E51.6355, another peak rising up to 3900 meters/12800 feet is at position N30.8034 E51.6184, both about 7nm northeast of the aerodrome. The instrument approach chart (see below) lists the higher eastern peak at 13,984 feet/4263 meters and the other western peak at 13,819 feet/4213 meters).

On Feb 20th 2018 The Aviation Herald received verified information, that the flight had been enroute at FL210. At 05:52Z the aircraft was cleared to descend from FL210 to FL170 while tracking airway W144. At 05:53Z the aircraft was cleared to join the NDB instrument approach procedure overhead the NDB Yasuj, the crew reported 25nm from the aerodrome at 05:55Z and at 05:59z 14nm from the aerodrome. At 06:00Z the crew correctly read back QNH 1021 reported by ATC, this was the last communication from the aircraft. When tower called the aircraft at 06:04Z there was no reply anymore."

(http://avherald.com/h?article=4b511c15&opt=0)

Paolo

[sigmet]

La prima cosa che mi viene da pensare e' che il egpws era spento...

[JT8D]

Aggiornamento di oggi da AvHerald: "On Feb 22nd 2018 Iran's Civil Aviation Authority (CAO) reported Iran Aseman Airlines temporarily stopped operating their ATR aircraft until further notice in order to permit a comprehensive study of the causes of the crash and thus ensure safety of flights.

On Feb 23rd 2018 Iran's CAO released first information in Persian stating, that the minimum altitude along airway W144, that the aircraft was tracking on, was 17,000 feet MSL, in an emergency situation the aircraft could have descended to the minimum safe altitude of 15,500 feet spanning north of the aerodrome and around the crash site. A lot of investment had gone into Yasuj Airport, besides an NDB a DVOR/DME navigational aid has been installed at the airport as well as runway lighting permitting night operations. The aircraft carried 59 adults and one child as passengers and 6 crew (two pilots, two flight attendants, two security officers). Communication with the aircraft was lost about 85 minutes after departure from Tehran Mehrabad. Attempts to locate the aircraft via its ELT were unsuccessful. According to ATC recordings the aircraft reported overhead OBTUX waypoint on airway W144 at 09:20L (05:50Z), was cleared to descend to FL170 at 09:22L (05:52Z), was handed off to and reported on Yasuj Tower at 09:23L (05:53Z) and cleared to join the approach procedure overhead Yasuj, the aircraft descended through FL186 at 09:25L (05:55Z) and exited radar coverage due to mountaineous terrain, the crew reported being 25nm from Yasuj at 09:25L and reported 14nm DME from Yasuj at 09:29L, at 09:30L (06:00Z) the crew acknowledged the QNH transmitted by tower, at 09:32L (06:02Z) there was a transmission as if the microphone of a radio was keyed, however, no actual transmission occurred. When tower called at 09:34L (06:04Z) the aircraft did not reply anymore. The crew did not indicate any emergency or abnormal situation on board (e.g. turbulence). The aircraft was supposed to continue at FL170 until overflying the NDB, then descend to 15,000 feet and join the instrument approach procedure. The CAO reported the weather at Yasuj were very different to the reported Metars: Ambient temperature at Yasuj was between 0 and -2 degrees C (not 13 degrees C as indicated in the METARs), there were clouds between 3500 and 4500 feet with thunderstorms and overcast cloud at 9000 feet. QNH was 1021 hPa. Accident investigators are on site to recover the black boxes (FDR and CVR). The captain (62, ATPL, 17,400 hours total, 15,000 hours on type) was flight instructor within the airline. The first officer (36) had accumulated 1,846 hours total and 96 hours on type".

(http://avherald.com/h?article=4b511c15&opt=0)

Paolo

[JT8D]

Da AvHerald: "On Mar 11th 2018 Iran's AIB released their preliminary report in Persian reporting that according to FDR and CVR the aircraft had been handed over to Yasuj Tower, the autopilot was set to 15,000 feet. Descending through 15,600 feet the crew activated the anti-ice systems. The aircraft levelled off at 15,000 feet on autopilot, the crew set the QNH to 1021 and maintained 15000 feet for about one minute. Then the engines were reduced to idle, the speed reduced to 200 KIAS with the angle of attack increasing, the engines get slightly accelerated. The speed continued to decrease and reached 129 KIAS (minimum maneouvering speed 132 KIAS), the pitch reaches 15 degrees nose up, the engines accelerate to 67% torque. The altitude target is set to 14,000 feet and the aircraft begins to descend at about 600fpm. The speed further reduces to 117 KIAS, a stall warning activates, the crew disengages the autopilot, the aircraft rolls 20 degrees to the left, the pitch reduces to about 9 degrees nose down. Descending through 14200 feet at 137 KIAS the autopilot gets re-engaged, the aircraft rolls right by 12 degrees, the pitch increases to 5 degrees nose down. A GPWS warning "TERRAIN AHEAD! PULL UP!" activates, the autopilot is disengaged, the GPWS warning continues for 12 seconds until impact.

The AIB continued that there was no technical malfunction of the aircraft, the engines operated in accordance to pilot inputs, all aircraft systems supplied the crew with valid data. Due to the cloud cover the crew remained unaware of the mountains ahead until 2 seconds before impact and rolled the aircraft sharply left in order to avoid the terrain.

The AIB stated that the crew should have maintained 17,000 feet in accordance with the flight plan, however, descended the aircraft to 15,000 feet followed by a target altitude of 14,000 feet on the autopilot contrary to flight rules. In addition, while the crew was permitted to conduct the flight with the weather data available at the time of departure, the latest weather information provided by Yasuj Tower indicating clouds up to 15,000 feet prohibited the approach to Yasuj according to company procedures due to cloud cover present at the aerodrome, the crew should have diverted to Shiraz or Isfahan planned as alternate aerodromes. Pilot discussions according to the CVR confirm the presence of cloud up to 15,000 feet confirming the accuracy of the weather report by Yasuj Tower. Although the aerodrome was still more than 10km away the crew appeared to be confident the area would be in visual meteorologic conditions. The AIB warns that all of this is first interpretation of first investigation results and is not to be taken as cause of the accident."

(http://avherald.com/h?article=4b511c15&opt=0)

Paolo

[sigmet]

Quello che hanno combinato ha dell'incredibile. Mi riesce persino difficile farmi un opinione "tecnica" dell'incidente,
Errori a ripetizione nella condotta, stalli, violazioni, assenza completa di SA. Siamo sicuri che questi piloti hanno una "licenza"?
(E l'incidente in Nepal sembra avere le stesse caratteristiche...)

[Ponch]

Quello che hanno combinato ha dell'incredibile. Mi riesce persino difficile farmi un opinione "tecnica" dell'incidente,
Errori a ripetizione nella condotta, stalli, violazioni, assenza completa di SA. Siamo sicuri che questi piloti hanno una "licenza"?
(E l'incidente in Nepal sembra avere le stesse caratteristiche...)

E' evidente che è un problema di cultura e di cultura aeronautica. Non sono portati e potrebbero sopperire a ciò con l'umiltà e ascoltando ciò che ha da dire chi non crasha un aeroplano al mese. Invece sono arroganti e presuntuosi. La maggior parte di loro. Prova a dirgli che il modo in cui fanno le cose è sbagliato e prova a vedere come ti rispondono. Mi irritano pure quando li sento in frequenza.

[Ponch]

E mi riferisco sia a "controllori" che "piloti". Solo quando vado in India uso le parole negative e unable. Non molto tempo fa, mi pare a Mumbai, mi hanno chiesto di fare un 360 a 8NM dal campo, ho chiesto se non avesse qualche altra alternativa visto che avevo un altro attaccato al c**o a 3NM, non ha capito cosa ho detto e abbiamo fatto go around e abbiamo chiesto vectors. Tutto scritto nel report.

[JT8D]

Rilasciato l'interim report di questo evento, che in realtà è completo come un final report. Il link al report, insieme ad un riassunto, lo trovate qui:

http://avherald.com/h?article=4b511c15&opt=0

Paolo