AEROTHRIVE

Moskovia Airlines Flight 9675: Crash During Attempted Emergency Return On 26 May 2008, an Antonov An-12BP operated by Moskovia Airlines crashed during an attempted emergency return to Chelyabinsk Airport, Russia. The cargo flight, operating without payload to Perm, had nine crew members on board, all of whom were fatally injured. The aircraft, built in 1968 and registered RA-12957, departed at 14:03 local time. Shortly after takeoff, the crew received warnings of electrical system malfunctions. The cockpit voice recorder captured references to failures in the power supply of engines 1 and 2. These warnings were disregarded, and the flight continued. Within one minute of departure, further anomalies appeared, including a spurious landing gear warning. Cabin crew then reported signs of fire, prompting the pilots to prepare for a return to the departure airport. At 14:04:28, air traffic control was informed of smoke in the cockpit and a request was made for priority landing. The crew subsequently experienced progressive equipment failures, including unreliable attitude indications and false system alerts. By 14:07, a trim failure warning was triggered, and shortly thereafter the crew reported ongoing difficulties managing the aircraft’s systems. At 14:09:54, engines 1 and 2 ceased operation due to electrical and fuel supply disruptions. Data recorder performance degraded simultaneously. During final approach preparations, only engines 3 and 4 remained partially operable, but power settings were reduced. Airspeed decreased to the minimum safe level without flap deployment. At approximately 14:10:40, the aircraft developed a steep left bank, which the crew could not counter. At 14:10:56, the aircraft struck a power line before impacting terrain 11 km from the airport. The investigation determined that the in-flight fire led to significant heating in the vicinity of the aileron control cables, causing their failure under load. This mechanical loss of lateral control, rather than crew incapacitation, was identified as the immediate cause of the accident. The fire also disrupted electrical systems, contributing to false warnings and multiple engine malfunctions. The final report attributed the loss of control to destruction of the aileron wiring due to thermal damage. Post-accident analysis emphasized the vulnerability of control systems to fire propagation in the An-12 design, but the precise ignition source within the power distribution system could not be established due to fire damage. Subscribe to our Aviation Safety Newsletter NOW and get the hot stuff free and without delay: https://lnkd.in/eGZqhPHR! Visit https://AEROTHRIVE.com for professional training courses, audits and solutions in aviation safety, compliance, quality and operations!

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Kalitta Air Flight 207: Engine Failure from Bird Strike On 25 May 2008, a Boeing 747-200F operating as Kalitta Air Flight 207 overran runway 20 at Brussels Airport after suffering an engine failure caused by bird ingestion during the takeoff roll. The aircraft, carrying 76 tonnes of cargo, four crew members, and one passenger, broke apart into three major sections. All occupants survived with minor injuries. The aircraft, built in 1980 and acquired by Kalitta Air in 2003, was powered by four Pratt & Whitney JT9D-7Q engines. During takeoff, at a speed of 150 knots—twelve knots beyond decision speed (V1)—engine No. 3 failed after ingesting a European kestrel. The crew attempted to abort the takeoff by retarding thrust levers and deploying thrust reversers, but the reversers did not function due to damage associated with the failure event. With the aircraft already beyond V1, it was unable to stop within the available distance, overrunning the runway and coming to rest approximately 300 meters beyond the threshold, close to a railway line. The Belgian investigation authority determined that the immediate cause of the accident was the bird strike leading to engine failure, with additional contributing factors including the failed thrust reverser deployment and the attempted rejected takeoff after passing V1. The investigation further noted that runway 20’s runway end safety area (RESA) met minimum ICAO requirements of 90 meters, but did not conform to the recommended 240-meter standard. Terrain limitations, including a railway and road infrastructure, had prevented extension of the RESA. Safety follow-up measures included reinforcement of bird control operations at Brussels Airport and revisions to Kalitta Air’s training regarding rejected takeoff procedures. Specific training material was developed using Brussels runway 20 to illustrate the risks of attempting takeoff rejection beyond V1. Runway documentation in the Aeronautical Information Publication was also updated to explicitly reflect the operational use of runway 20. Subscribe to our Aviation Safety Newsletter NOW and get the hot stuff free and without delay: https://lnkd.in/eGZqhPHR! Visit https://AEROTHRIVE.com for professional training courses, audits and solutions in aviation safety, compliance, quality and operations!

✈️ Did you know? Meet Jakob – a valued member of the AEROTHRIVE headquarters team in Germany, where he is responsible for our social media support section. Jakob is a tireless worker, aviation enthusiast, and media professional, and we are truly fortunate to have him on board. If you enjoy the aviation news provided through the personal newsletter of Patrick Lutz, much of the daily hard work behind it comes from Jakob’s dedication and expertise. 👉 Not signed up yet? Follow this link to subscribe to the newsletter and stay updated with daily aviation news: https://lnkd.in/ezrjrQ6a #AEROTHRIVE #AviationExperts #AviationNews #TeamSpotlight

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Hewa Bora Airways Flight 122: Engine Failure on Takeoff On 15 April 2008, a McDonnell Douglas DC-9-51 operated by Hewa Bora Airways crashed during takeoff from Goma International Airport, Democratic Republic of the Congo. The aircraft, registered 9Q-CHN and built in 1977, was performing a domestic flight with 86 passengers and 8 crew on board when its left engine suffered an uncontained failure approximately 300 meters into the takeoff roll. The aircraft, unable to stop within the limited available runway, overran the southern end of runway 18 and impacted nearby residential and market structures. Three passengers on board were killed, along with 37 people on the ground. A further 40 passengers and 71 ground occupants sustained injuries. Both pilots survived. The aircraft came to rest in a densely populated area adjacent to the Birere market, where damage to housing and shops contributed significantly to the casualty figures. The airport’s infrastructure presented significant limitations. The usable runway length had been reduced to approximately 1,600–1,800 meters following lava flows from the Nyiragongo volcanic eruption in 2002, which had destroyed the northern section. At Goma’s elevation of 1,551 meters, combined with ambient temperature, these constraints reduced the allowable maximum takeoff weight well below the aircraft’s certified limits. The DC-9 was operating near these limits at the time of departure. Post-crash response was hindered by the absence of functioning airport firefighting capability. Initial rescue efforts were carried out by local residents, international humanitarian organizations, and United Nations personnel stationed nearby, including peacekeepers from the Indian Army who assisted in fire suppression, evacuation, and recovery. Both the cockpit voice recorder and flight data recorder were recovered. The aircraft type and operator were subject to international safety restrictions at the time. All Congolese carriers were listed on the European Union’s aviation blacklist, and Hewa Bora’s remaining exemption for a different aircraft type had been revoked four days before the accident. Subsequent to the crash, the Congolese government committed to restoring the damaged runway section, and international funding was later provided for rehabilitation. The U.S. National Transportation Safety Board classified the event as a major foreign investigation and provided assistance to Congolese authorities. The identified root causes included the uncontained engine failure during takeoff, insufficient runway length for either continued flight or a rejected takeoff under such conditions, and the absence of adequate firefighting and safety facilities at Goma. Subscribe to our Aviation Safety Newsletter NOW and get the hot stuff free and without delay: https://lnkd.in/eGZqhPHR! Visit https://AEROTHRIVE.com for professional training courses, audits and solutions in aviation safety, compliance, quality and operations!

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