The Aviation Herald Last Update: Wednesday, Feb 27th 2019 16:34Z

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Events from Jun 19th 1999 to Feb 26th 2019 www.avherald.com Incidents and News in Aviation List by: Filter: Crash: MyCargo B744 at Bishkek on Jan 16th 2017, impacted terrain on go around

By Simon Hradecky, created Monday, Jan 16th 2017 07:29Z, last updated Friday, Mar 24th 2017 17:25Z A MyCargo Airlines Boeing 747-400 freighter on behalf of Turkish Airlines, registration TC-MCL performing flight TK-6491 from Hong Kong (China) to Bishkek (Kyrgyzstan) with 4 crew, was on final approach to Bishkek's runway 26 at 07:18L (01:18z) when the aircraft went around from very low height but did not climb out to safety, impacted terrain about 1100 meters/3600 feet past the runway end and went through a couple of houses of a village. All 4 crew on board the 747 as well as 35 people on the ground perished, 8 people on the ground received injuries and were taken to hospitals.



Boeing reported flight TK-6491 operated by ACT Airlines suffered an accident near Manas Airport in Bishkek and extended condolencens to the families of those perished and best wishes for those injuries. A technical team is on stand by to assist the investigation.



Turkish Airlines offered their condolences to the families of those perished in the crash of the ACT Airlines aircraft in Kyrgyzstan.



Kyrgyzstan's Health Minister reported all 4 pilots and 28 people on the ground have died, 8 people received injuries and were taken to hospitals.



Kyrgyzstan's Prime Minister stated the Interstate Aviation Committee (IAC, also known as MAK) is going to investigate the crash. The aircraft was about to land for a fuel stop on its flight from Hong Kong to Istanbul and was cleared to land by air traffic control. 11 other aircraft had landed without incident prior to the accident in the morning hours of Jan 16th.



Emergency Services reported the aircraft destroyed 30 of 43 houses when it impacted the village of the Aviator Society, debris spreads over an area of 1000 meters.



Kyrgyzstan's Ministry of Transport reported the aircraft was on approach from the east to west when the aircraft went around but impacted the airport fence and subsequently fell onto the housing estate.



On Jan 17th 2017 MyCargo Airlines reported according to their first information 33 people on the ground and the 4 crew on board of the aircraft were killed in the accident. The captain of the flight had a total of 10,821 flight hours, thereof 833 hours in command on type, the first officer had a total of 5,910 flights hours and 1,771 hours on type. The aircraft, built in 2003, joined MyCargo in 2015, had no open faults in the tech log prior to departure from Hong Kong, and was carrying 85,618kg of general cargo (maximum capacity 116,462kg). The crew was complemented by a loadmaster and an engineer. The crew had rested 69 hours in Hong Kong. The airline is cooperating with Kyrgyz Authorities, Turkey's Ministry of Transport as well as the Accident Investigation Commission. First findings suggest, that the crash was not related to technical or loading related factors.



Kyrgyzstan's Government announced on Jan 17th 2017, that 34 people on the ground and 4 crew have been killed in the accident. First fragments of a black box were located on Jan 16th 2017, on Jan 17th 2017 the cockpit voice recorder was recovered. The search for the flight data recorder is still on going.



On Jan 18th 2017 Kyrgyzstan's Government announced that the second black box (the flight data recorder) was recovered from the crash site on Jan 18th. Both recorders are now being forwarded to the MAK for read out and analysis.



The MAK announced they are going to investigate the crash stating there were 32 fatalities (including the crew and victims on the ground) when the aircraft crashed into the residential area. Accident Investigators from the NTSB/USA (representing the designer and manufacturer of aircraft and engines) as well as from Turkey (representing the operator's state and registry state of the aircraft) are going to join the investigation.



On Jan 20th 2017 the MAK reported that both black boxes have arrived at their facilities, however, show considerable mechanical damage and evidence of high temperatures. A download has not been possible the conventional way. The MAK is cooperating with Turkish, US and Kyrgyz Authorities to remove the memory from the protected storage, then restore the recordings. This work was already completed on the flight data recorder, preliminary analysis suggests the accident data are present. Work on the cockpit voice recorder is still on going.



On Jan 24th 2017 the MAK announced that the cockpit voice recorder data have been successfully retrieved in good recording quality, the analysis work of both flight data and cockpit voice recorder has begun.



On Feb 2nd 2017 the MAK announced that the work at the accident site has been completed (find two photos taken by unmanned aerial vehicles below), aircraft structural elements have been removed from the accident and taken to storage at Bishkek airport. In addition the meteorological analysis has been completed. Analysis of FDR and CVR and analysis of radar data continue.



On Feb 3rd 2017 Russia's Civil Aviation Authority Rosaviatsia reported the aircraft conducted a CATII ILS approach to Bishkek's runway 26 in night and adverse weather conditions (winds from 060 degrees at 2 knots, visibility at the threshold 100 meters (RVR 400 meters), mid point 100 meters (RVR 350 meters), runway end 100 meters (RVR 400 meters) with a vertical visibility of 50 meters. According to preliminary information the aircraft crossed the runway threshold 26 significantly higher than required, continued to descend while overflying the entire runway and touched down 900 meters past the runway end. The aircraft collided with a concrete airport fence and rolled into the village about 1000 meters past the runway end breaking up in the process. Fuel was spilled causing a fire. Three occupants were killed on the spot, a fourth occupant died on the way to a hospital, 38 houses were destroyed and 35 villagers killed, the aircraft was completely destroyed. The captain of the flight was 59 years of age and had accumulated 10,821 hours total flight experience and 833 hours in command on type. Rosaviatsia issued following immediate safety recommendations:

1) Draw the attention of flight crew to verify all checking points (distance, altitude, height) while conducting ILS approaches, in particular also CAT II/III ILS approaches

2) Draw the attention of flight crew to initiate a go around immediately when on decision height insufficient required visual references are available

3) Air traffic control, whenever technically possible, should alert the crew of substantial deviation from approach trajectories

4) Air Traffic Control, in particular in Kyrgyzstan, have to inform flight crew of significant deviation from expected approach trajectories when low visibility procedures are in effect



On Feb 8th 2017 information sent out to Russian Flight Crew (see the attached graphics of the flight trajectory below) became known stating, that the aircraft was conducting a CATII ILS Approach to Bishkek's runway 26, the crew however did not monitor their altitude, the aircraft passed the final approach fix 650 feet above the glideslope, therefore no glideslope capture occurred and the aircraft continued to descend to 3400 feet at 200 KIAS and levelled off at 3400 feet (Autopilot Modes: LOC CAP and ALT HOLD), the glideslope deviation indicator showed a full scale down deflection. About 0.8nm before the runway threshold the aircraft passed through the false glideslope (9 degrees) resulting in valid glideslope deviation indications for about one second, the autopilot changed to G/S CAP (Capture) mode and the aircraft began to descend, the glideslope deviation indicator returned to a full scale down deflection. The crew did not detect that it was not possible to descend to the runway from 3400 feet (runway elevation at 2055 feet) within 0.8nm, did not cross check their approach trajectory nor did the crew notice the full scale down deflection of the glideslope deviation indicator. The aircraft thus descended parallel to and above the actual glideslope. At 100 feet radio altitude the captain called for a go-around due to lack of visual references, TOGA was activated at 52 feet radio altitude, the aircraft however touched down 900 meters past the runway end and 60 meters to the right of the extended runway center line, broke through a concrete fence, bounced and fell into the village about 1000 meters past the runway end, following the impact at the concrete wall the aircraft began to break up and spilled fuel which resulted in a fire. All crew and 37 people in the village lost their lifes, 8 villagers were seriously injured.



MyCargo Airlines were formerly known as ACT Airlines.



Metars:

UCFM 160300Z VRB01MPS 0100 R26/0150N FZFG VV001 M09/M10 Q1024 R26/19//60 NOSIG

UCFM 160230Z VRB01MPS 0100 R26/0250N FZFG VV001 M09/M10 Q1024 R26/19//60 NOSIG

UCFM 160200Z VRB01MPS 0150 R26/0375N FZFG VV001 M09/M11 Q1024 R26/19//60 TEMPO 0100 FZFG

UCFM 160130Z VRB01MPS 0150 R26/0550 FZFG VV001 M09/M10 Q1024 R26/19//60 NOSIG

UCFM 160100Z VRB01MPS 0050 R26/0300N FZFG VV001 M09/M10 Q1023 R26/19//60 NOSIG

UCFM 160030Z VRB01MPS 0100 R26/0375 FZFG VV001 M09/M11 Q1023 R26/19//60 NOSIG

UCFM 160000Z VRB01MPS 0100 R26/0400 FZFG VV002 M09/M10 Q1023 R26/19//60 NOSIG

UCFM 152330Z VRB01MPS 0100 R26/0450 FZFG VV002 M08/M09 Q1023 R26/19//60 NOSIG

UCFM 152300Z 00000MPS 0100 R26/0375 FZFG VV002 M08/M09 Q1023 R26/19//60 NOSIG

UCFM 152230Z VRB01MPS 0100 R26/0375 FZFG VV002 M08/M09 Q1024 R26/19//60 NOSIG

UCFM 152200Z VRB01MPS 0100 R26/0375 FZFG VV002 M08/M09 Q1024 R26/19//60 NOSIG

UCFM 152130Z VRB01MPS 0150 R26/0450 FZFG VV002 M08/M09 Q1024 R26/19//60 NOSIG

UCFM 152100Z VRB01MPS 0100 R26/0400N FZFG VV002 M08/M09 Q1024 R26/19//60 NOSIG



Flight trajectory according to pilot information sent out by Feb 8th 2017:





Aerial view of crash site, seen towards aerodrome (Photo: MAK):





Aerial view of crash site, seen in flight direction (Photo: MAK):





The black boxes arrived at the MAK (Photo: MAK):





The cockpit section (Photo: Chui Oblast):





The tail section (Photo: Reuters/Vladimir Pirogov):





The airport fence (Photo: Chui Oblast):





Map (Graphics: AVH/Google Earth):





ILS/2 NDB runway 26 approach Chart (Graphics: AIP Kyrgyzstan):









By Simon Hradecky, created Friday, Mar 24th 2017 17:23Z, last updated Friday, Mar 24th 2017 22:47Z



The localizer was captured about 6nm out at 5700 feet MSL, LOC Mode and FLIGHT LEVEL CHANGE were active with 3400 feet selected as target altitude, as per approach chart 3400 feet should be maintained from 5.4nm to 3.2nm before the Bishkek VOR. The landing gear was lowered, soon after flaps 20 selected at 190 KIAS and 4.5nm from the VOR.



The aircraft crossed the final approach fix at 4.0nm before the VOR at 4000 feet, 2.7nm out the flaps were selected to 25 degrees at 190 KIAS. The aircraft levelled off at 3400 feet 1.7nm before the runway VOR and ALT HOLD activated. The glideslope deviation indication showed a full down deflection, although the glideslope was armed, the glideslope capture was not activated. The aircraft overflew the LOM (outer marker), however, the cockpit voice recorder did not capture an aural signal, the LOM was indicated to both pilots on the PFD. Tower cleared the flight to land reporting wind calm, RVR: 400 m (threshold), 325 m (midpoint), 400 m (end), vertical visibility 160 ft.



0.3nm before the VOR the flaps were selected to 25 degrees at 175 KIAS, 2 seconds later glideslope capture activated at a glideslope angle of 9 degrees (instead of the certified 3 degrees) and the autopilot initiated a descent at 1425 fpm. 6 seconds after the glideslope capture the announciators showed LAND3.



The aircraft overflew the LMM (Middle Marker) at 3300 feet instead of 2290 feet, no aural signal was recorded however the Middle Marker was signalled on both PFDs.



The glideslope deviation indicator fluctuated between -4 and +4 dots. Descending through 3150 feet MSL the crew received "AP CAUTION" and "FMA FAULT 2" indications, the indications continued until initiated of flare, almost until end of recording.



The aircraft continued to descend at 160 KIAS, the autopilot status changed from LAND3 to LAND2, which was called out by the crew, the EGPWS glideslope alert triggered 5 times.



The aircraft crossed the runway end at 110 feet AGL, the GPWS 100 feet automated call occurred with decision height set to 99 feet, the first officer (58, ATPL, 5,894 hours total, 1,758 hours on type) called MINIMUMs, the captain (58, ATPL, 10,808 hours total, 820 hours on type) stated "no visual contact" and called go around. A second later the flare mode activated, another second later the TOGA pushbutton was pressed at 58 feet radar altitude, the descent was arrested while the aircraft achieved 1.4G acceleration. About 3.5 seconds after the TOGA button was pressed the aircraft impacted upslope terrain and obstacles at 165 KIAS about 930 meters past the runway end, the maximum recorded acceleration was 6G.



6 safety recommendations have been released as result of the investigation so far.



Actual approach profile (Graphics: MAK):



On Mar 24th 2017 the MAK released their preliminary report reporting the aircraft performed a CAT II ILS approach to runway 26, certified for CAT II ILS operations. The aircraft was 12.5nm out when the crew selected flaps 1 at 250 KIAS and FL074, the aircraft was cleared to descend to 3400 feet. The crew was aware that they were higher than the standard arrival. 9.8nm out the crew selected flaps 5 at 240 KIAS, subsequently the crew identified the ILS identifier for runway 26. 7.2nm out the crew selected flaps 10 at 220 KIAS.The localizer was captured about 6nm out at 5700 feet MSL, LOC Mode and FLIGHT LEVEL CHANGE were active with 3400 feet selected as target altitude, as per approach chart 3400 feet should be maintained from 5.4nm to 3.2nm before the Bishkek VOR. The landing gear was lowered, soon after flaps 20 selected at 190 KIAS and 4.5nm from the VOR.The aircraft crossed the final approach fix at 4.0nm before the VOR at 4000 feet, 2.7nm out the flaps were selected to 25 degrees at 190 KIAS. The aircraft levelled off at 3400 feet 1.7nm before the runway VOR and ALT HOLD activated. The glideslope deviation indication showed a full down deflection, although the glideslope was armed, the glideslope capture was not activated. The aircraft overflew the LOM (outer marker), however, the cockpit voice recorder did not capture an aural signal, the LOM was indicated to both pilots on the PFD. Tower cleared the flight to land reporting wind calm, RVR: 400 m (threshold), 325 m (midpoint), 400 m (end), vertical visibility 160 ft.0.3nm before the VOR the flaps were selected to 25 degrees at 175 KIAS, 2 seconds later glideslope capture activated at a glideslope angle of 9 degrees (instead of the certified 3 degrees) and the autopilot initiated a descent at 1425 fpm. 6 seconds after the glideslope capture the announciators showed LAND3.The aircraft overflew the LMM (Middle Marker) at 3300 feet instead of 2290 feet, no aural signal was recorded however the Middle Marker was signalled on both PFDs.The glideslope deviation indicator fluctuated between -4 and +4 dots. Descending through 3150 feet MSL the crew received "AP CAUTION" and "FMA FAULT 2" indications, the indications continued until initiated of flare, almost until end of recording.The aircraft continued to descend at 160 KIAS, the autopilot status changed from LAND3 to LAND2, which was called out by the crew, the EGPWS glideslope alert triggered 5 times.The aircraft crossed the runway end at 110 feet AGL, the GPWS 100 feet automated call occurred with decision height set to 99 feet, the first officer (58, ATPL, 5,894 hours total, 1,758 hours on type) called MINIMUMs, the captain (58, ATPL, 10,808 hours total, 820 hours on type) stated "no visual contact" and called go around. A second later the flare mode activated, another second later the TOGA pushbutton was pressed at 58 feet radar altitude, the descent was arrested while the aircraft achieved 1.4G acceleration. About 3.5 seconds after the TOGA button was pressed the aircraft impacted upslope terrain and obstacles at 165 KIAS about 930 meters past the runway end, the maximum recorded acceleration was 6G.6 safety recommendations have been released as result of the investigation so far.Actual approach profile (Graphics: MAK):

By Simon Hradecky on Monday, Jan 16th 2017 21:52Z





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