Myanma MA60 at Kawthaung on Jun 10th 2013, runway excursion
Last Update: November 1, 2017 / 19:30:43 GMT/Zulu time
No Metars are available, the local weather station reported at 12:30L: 20km of visibility, light winds (less than 3 knots) from southwest, partly cloudy, temperature 32 degrees C, dew point 26 degrees C. At 18:30L the weather station reported thunderstorms with rain, visibility 4km, temperature 27 degrees C, dew point 26 degrees C, light winds from southwest.
Myanmar's Accident Investigation Bureau (MAIB) released their final report (using the map produced by The Aviation Herald as part of the final report) concluding the causes into the occurrence rated an accident were:
- During landing roll, due to hydraulic system pressure low, nose wheel steering mechanism and braking action are not effectively operated and aircraft veer off runway left side.
- PIC did not operated the emergency hydraulic pump while hydraulic low pressure warning come on.
Hydraulic system pressure low due to hydraulic tank fluid level more than normal and tank pressurize compress air line filter blockage.
The MAIB reported that the aircraft had returned to Yangon due to a hydraulic pressure low indication earlier the day while departing for the rotation Yangon-Mawlamyine-Kawthaung-Mawlamyine-Yangon. Maintenance rectified the issue and the aircraft departed again without low hydraulic pressure indication, the first sector went without problem. The departure for the second sector was without problem, too. While on approach to Kawthaung's runway 02 the crew extended landing gear and flaps to 5 degrees. Upon turning final the captain checked the hydraulic quantity which was normal. However, when the flaps were selected from 15 to 30 degrees on final approach, the hydraulic pressure low indication illuminated and the flaps did not fully extend. The captain continued the landing, touched down and applied reverse power about 2500 feet past the runway threshold. However, when the aircraft began to "swing" the captain reduced the engines to ground idle and applied brakes, activated taxi mode on the nose wheel steering and used nose wheel steering, however, could not prevent the aircraft from veering off the runway. About 3200 feet past the runway threshold the aircraft departed the left edge of the runway, struck pillars of a fence with propellers and nose wheel, rotated 90 degrees to the left and struck a tree with the left hand wing. There were no injuries.
The aircraft received damage to both propellers, the left engine casing was cracked, the left hand wing leading edge was dented, and the lower fuselage frame was dented. The aircraft needed major repairs (substantial damage constituting accident classification).
The aircraft had been flown by a captain (48, ATPL, 7,815 hours total, 2,502 hours on type) and a first officer (40, ATPL, 3,169 hours total, 361 hours on type). The MAIB annotated that the crew had operated flights together before, there was no tension between the pilots.
The MAIB reported that a flight data recorder had been installed, however, recordings of the FDR stopped at the date of installation on Mar 24th 2013. The Quick Access Recorder also stopped recording at the same date. Hence there was no flight data recording of the accident flight. The MAIB reported: "After surveying, no proper installation of FDR was found (gap between the rear panel of FDR and plug of installation bracket longer than normal, not proper fitting)."
The CVR could be successfully downloaded.
The MAIB reported that their advisors found 31 liters of hydraulic fluid in the tanks of XY-AIP following the accident flight, which is more than normal (28-29 liters). The aircraft manufacturer tested the hydraulic system using the increased hydraulic quantity. During a number of gear swings several hydraulic low pressure warnings occurred,the MAIB explained: "With too much hydraulic oil, the air pressurization area decrease causing the hydraulic system low pressure."
The MAIB analysed that the pilot activated reverse power immediately after touch down, however, did not operate the emergency hydraulic system as required by the relevant checklist for hydraulic failure. When the aircraft began to swing the captain reduced engine power to ground idle, applied brakes, switched the nose wheel steering to taxi mode and applied nose wheel steering. However, due to the hydraulic low pressure neither braking nor nose wheel steering were effective.
This article is published under license from Avherald.com. © of text by Avherald.com.
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