ADC B732 near Abuja on Oct 29th 2006, windshear recovery does not avert crash
Last Update: February 17, 2013 / 22:08:48 GMT/Zulu time
Date of incident
Oct 29, 2006
ICAO Type Designator
Nigeria's Accident Investigation Bureau (NAIB) released their final report, which had been completed in 2008 and was released in Feb 2013 only, concluding:
The pilotÂ’s decision to take-off in known adverse weather conditions and failure to execute the proper windshear recovery procedure resulted in operating the aircraft outside the safe flight regime, causing the aircraft to stall very close to the ground from which recovery was not possible.
- Inability of the flight crew to apply windshear recovery procedures and the use of inappropriate equipment for windshear recovery procedure during simulator recurrrecncy. Lack of company Standard Operating Procedures (SOP) for flight operations in adverse weather conditions.
- The coordination of responsibilities between the pilot-flying (PF) and pilot not flying(PNF) during their encounter with adverse weather situation was inconsistent with Standard Operating Procedures (SOP) for the duties of the pilot-flying (PF) and pilot not flying(PNF) resulting in the inadequate control of the aircraft.
The captain (51, ATPL, 8,545 hours total, 353 hours in command, no info about time on type provided) was pilot flying, the first officer (54, ATPL, 6,497 hours total, no info about time of type) was pilot monitoring.
The crew prepared for departure, wind reported at that time was from 210 degrees variable at 8 knots. While the aircraft taxied to runway 22 for departure the wind was reported gusting, windspeed was provided at 35 knots, then 28 knots. After the aircraft had reached the holding point, tower reported 15 knots, the crew of another aircraft waiting for departure commented it looked more like 35 knots and advised they would be waiting for the weather to improve. The ADC crew however requested takeoff clearance and began their takeoff run at 11:29L (10:29Z). The aircraft rotated at 133 knots (Boeing stated the computed Vr would be 138 knots for the weight and configuration), the aircraft had not yet reached V2 when the gear was retracted.
The NAIB reported that about 4 seconds after the gear was selected up the aircraft reached V2, 6 seconds after the landing gear was retracted a windshear warning activated due to a strong headwind turning into a tailwind decreasing the aircraft's performance. The airspeed had peaked at 162 knots and then quickly reduced. Following an initial nose down command pitching down to 5 degrees nose down the crew pitched the aircraft up to about 30-35 degrees nose up attitude according to the flight data recorder, which significantly exceeded the critical angle of attack, the stick shaker activated, the airflow to the engines was disrupted and both engines suffered compressor stalls. Further control inputs by the crew caused the aircraft to enter aerodynamic stall, loss of altitude and impact with ground. The aircraft was airborne for 76 seconds.
The NAIB reported that the stabilizer was found in the full nose up position at the crash site.
The NAIB analysed that the weather had been insignificant earlier the day, however, between 11:00L and 11:30L an isolated thunderstorm cell anchored at Abuja developed with tops reaching up to 50,000 feet and temperatures of -77 degrees C. At the time of the departure there was light rain. The NAIB analysed that it would have been better for the crew to wait.
Date of incident
Oct 29, 2006
ICAO Type Designator
This article is published under license from Avherald.com. © of text by Avherald.com.
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