Safarilink DH8C at Nairobi on Mar 5th 2024, midair collision with light aircraft
Last Update: December 10, 2024 / 19:31:31 GMT/Zulu time
Incident Facts
Date of incident
Mar 5, 2024
Classification
Accident
Airline
Safarilink
Flight number
F2-53
Departure
Nairobi Wilson, Kenya
Destination
Diani, Kenya
Aircraft Registration
5Y-SLK
Aircraft Type
De Havilland Dash 8 (300)
ICAO Type Designator
DH8C
Airport
Nairobi Wilson Airport, Nairobi
Airport ICAO Code
HKNW
A Cessna 172, registration 5Y-NNJ, operated by a local flying school with two persons on board on a training mission crashed, both occupants perished.
According to official information at Wilson the two aircraft collided midair over the Nairobi National Park, both aircraft had originated at Wilson Airport. The Cessna crashed in National Park, both occupants died.
Safarilink confirmed their flight crew heard a loud bang soon after takeoff and returned to Wilson without further incident, there were no injuries. The aircraft is being inspected and assessed. The airline later added, that their aircraft 5Y-SLK received "some damage" to its tail "as it was climbing out of Wilson Airport after receiving Air Traffic Control Clearance". The aircraft was withdrawn from service awaiting inspection by regulatory authorities.
Kenya's Civil Aviation Authority released this statement: "Kenya Civil Aviation Authority wishes to confirm that an aircraft accident occurred at 10:05hrs involving a Cessna aircraft belonging to Ninety-Nines Flying School and a Dash 8 belonging to Safarilink Aviation Limited. Investigations have commenced through various agencies led by the Air Accident Investigation Department (AAID) and the National Police Service to establish the cause of the accident."
Kenya's Air Accident Investigation Department (AAID) released their preliminary report summarizing the sequence of events:
5Y-NNJ account
According to the operator of 5Y-NNJ, their aircraft started up at 0530 (0830) with two on board for circuits training flight and on their third touch and go runway 07, the aircraft collided midair with a Dash 8 5Y-SLK that had taken off runway 14. Aircraft 5Y-NNJ spiraled to the ground with the two on board suffering fatal injuries.
5Y-SLK account
According to the flight crew of 5Y-SLK who had earlier completed a return flight 082/082 to Kisumu International airport (HKKI) from HKNW, it prepared for departure from HKNW on flight 053 to Diani with 44 on board. At 0611 (0911) the crew requested for start up clearance from the air traffic control (ATC) and requested flight level 190 which was approved. For this sector, the pilot-in-command (PIC) was the pilot flying and the first officer (FO) was the pilot monitoring.
Before start checklist was performed, engines started successfully and after start checklist was done, the crew requested to taxi. At 0629 (0929) 5Y-SLK was cleared via taxiway C to holding point 14 and assigned a squawk code before being released to tower controller. Tower controller advised 5Y-SLK to line up runway 14 and gave ATC clearance “cleared 9,000 ft level change enroute, departure 14, set course TV”. The FO read back the clearance and tower acknowledged it as correct. The crew performed below the line check and lined up RWY 14 awaiting departure clearance. Takeoff clearance was received from the tower controller and the crew was told to look out for traffic upwind RWY 07. The upwind traffic was also advised to look out for the DHC 8 departing RWY 14 for the TV. Thereafter the 5Y-SLK crew performed above the line checks and commenced takeoff roll.
At 0633 (0933) the PIC advanced power levers then called out “set power”, FO called out “spoilers down, auto feather armed and power set”. At 60 knots (kts) the FO called 60 kts and the PIC, “my stick”. At V1/VR, FO called out “V1/VR rotate” and the PIC rotated. At positive rate of climb, FO called out “positive rate” and the PIC called “gear up”. Tower switched 5Y-SLK to contact approach radar 122.3MHz. FO switched frequency from 118.1 MHz to 122.3 MHz and the crew continued with climb as per the clearance. At 400ft, FO called “400ft VFRI” and PIC called out “flaps 0, IAS 145”. According to the crew, during this time the PIC had visual traffic to his 8 o’clock position which he described as being well clear of conflict.
At about 0634 (0934), as 5Y-SLK continued to climb to the TV, at approximately 6,000ft, the crew heard a loud bang and felt an impact. The PIC felt an imbalance (a yaw) and immediately tried to recover stability of the aircraft. The PIC stopped climbing to the TV and turned towards the visual marker and the assumed altitude maintained was 6,200ft. FO called ATC and requested to route back to aerodrome of departure. ATC requested reason for turn back and FO responded “we had an air incident”. ATC asked “what type of air incident” and the FO responded “possibly with another aircraft”. ATC cleared 5Y-SLK to join final RWY 32 and FO read back the clearance. The crew switched to HKNW frequency 118.1MHz and were given landing clearance for RWY 32.
5Y-SLK landed at HKNW at 0637 (0937). There was no further incident and once the aircraft was parked, all on board disembarked. Upon inspection, it was found that part of the right horizontal stabilizer leading edge de-icing boot was missing. There was no other damage to the aircraft.
Duty air traffic controller’s account
The duty air traffic controller at the time of the midair collision accident reported to work at 0300 (0600) and carried out checks on equipment and inspection of the airfield.
According to the duty air traffic controller, aircraft 5Y-SLK departing HKNW for HKUK called at the holding point of RWY 14 and the air traffic controller issued line up instructions. Thereafter the air traffic controller called Nairobi approach radar to obtain ATC clearance for 5Y-SLK. Clearance was given, 9,000ft to set course position Stony, IFR Enroute, and relayed the same to the pilot.
After obtaining a readback from the pilot, the air traffic controller instructed SYSLK to standby for departure due traffic. At this time, 5Y-NNJ was on final RWY 07 and the air traffic controller issued touch and go clearance. When 5Y-NNJ was on upwind of RWY 07, the air traffic controller issued 5Y- NNJ with traffic information on 5Y-SLK that was to depart RWY 14 maintaining runway heading which 5Y-NNJ acknowledged. At 0633 (0933), the air traffic controller issued 5Y-SLK traffic information on 5Y-NNJ which was on crosswind of RNY 07 and traffic landing RWY 07 short of RWY 14 (5Y-PSJ) and takeoff clearance. 5Y-SLK acknowledged the traffic information and Takeoff clearance. After getting airborne, 5Y-SLK was transferred to Nairobi approach radar.
At 0635 (0935), Nairobi approach radar called the duty air traffic controller to advise that aircraft 5Y- SLK was returning back RWY 32 for landing due to suspected collision. Immediately after the call, 5Y- SLK established contact with the duty air traffic controller and advised he was positioning for RWY 32. The duty air traffic controller gave joining instructions for RWY 32 and immediately instructed 5Y- ENA who was lined up RWY 14 to vacate the runway and advised the 5Y-CDL of the DHC 8 (5Y- SLK) positioning for final RWY 32.
The duty air traffic controller then advised 5Y-SLK of 5Y-CDL who had just departed RWY 14. On inquiring if any assistance was needed, 5Y-SLK responded in the negative. the duty air traffic controller gave 5Y-SLK a landing clearance and it landed safely at 0638 (0938).
The duty air traffic controller then tried to raise 5Y-NNJ several times with no response. 5Y-CDL advised that she had seen something flying low on the upwind leg of RWY 14. At this time, the duty air traffic controller requested 5Y-NNP who was on final and had earlier reported that it had not seen 5Y- NNJ, to do a low pass on downwind RWY 07 to try and check the position of 5Y-NNJ.
At 0643 (0943), the duty air traffic controller advised ARFFS that he had negative contact with a circuit training flight.
While on early downwind RWY 07 (to the right of upwind RWY14), 5Y-NNP reported to have sighted 5Y-NNJ.
At this time, the tower called ARFFS and activated the crash alarm advising on the position of the crashed aircraft. The tower also advised other responding agencies.
During this time, tower was able to request other aircraft within the airspace including two helicopters (5Y-LUV and 5VC18) to proceed to the site for rescue. At 0659 (0959), 5Y-LUV reported sighting the wreckage and landing at the site to assist.
Due to proximity of the crash site to upwind of RWY 14, tower closed RWY 14 and re-routed all departures to RWY07 to facilitate the rescue exercise at the crash site.
As the emergency response was ongoing, the duty air traffic controller continued handling aerodrome traffic on RWY 07 until he handed over watch at 0800 (1100).
Upon receipt of the crash alarm at 0647 (0947), Airport Rescue and firefighting services (ARFFS) responded and arrived at the 5Y-NNJ accident site in the Nairobi National Park 18 minutes later. Access to the accident site posed a huge challenge to ARFFS due to previous night’s rain within the locality.
The report states: "The weather at Wilson airport and its environs was suitable for a VFR flight. Weather not considered a factor in this accident."
Metars:
HKNW 050800Z 08010KT 9999 BKN025 24/15 Q1025=
HKNW 050700Z 06008KT 9999 BKN023 21/16 Q1025=
HKNW 050600Z 04007KT 9999 BKN022 20/16 Q1025=
HKNW 050500Z 05007KT 9999 BKN022 20/16 Q1024=
HKNW 050400Z 00000KT 9999 FEW021 19/16 Q1024=
Incident Facts
Date of incident
Mar 5, 2024
Classification
Accident
Airline
Safarilink
Flight number
F2-53
Departure
Nairobi Wilson, Kenya
Destination
Diani, Kenya
Aircraft Registration
5Y-SLK
Aircraft Type
De Havilland Dash 8 (300)
ICAO Type Designator
DH8C
Airport
Nairobi Wilson Airport, Nairobi
Airport ICAO Code
HKNW
This article is published under license from Avherald.com. © of text by Avherald.com.
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