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- 26/01/2012, 08:57 #1
Beech 1900 de Naysa con fallo de motor en Gran Canaria, con mal ATC.
Link de Aviation Herald > Report: Naysa B190 near Las Palmas on Feb 2nd 2007, engine failure, unsafe ATC operation
Contenido (en inglés) para quienes quieran leer un rato :
By Simon Hradecky, created Wednesday, Jan 25th 2012 23:35Z, last updated Wednesday, Jan 25th 2012 23:42Z
A Naysa Beech 1900D on behalf of Binter Canarias, registration EC-IJO performing flight NT-463 from Lanzarote,CI to Tenerife Sur Reina Sofia,CI (Spain) with 12 passengers and 2 crew, was enroute at FL100 having just passed Gran Canaria Island, when the right hand engine (PT6A) emitted a loud bang, the first officer saw flames out of the right hand engine's nozzle and reported fire. The captain observed the Inter Turbine Temperature (ITT) had increased up to 720 degrees C. The crew decided to shut the engine down, but did not activate the fire suppression system due to lack of a fire indication and lack of evidence that the engine was on fire. The crew declared emergency and decided to divert to Gran Canaria's Las Palmas Airport. While on visual approach to Las Palmas runway 03L air traffic control cleared a Boeing 757-200 ahead of the Beech to land on runway 03L, and with the Beech 1900 already within 3nm before touchdown an Airbus A320 was cleared for takeoff from runway 03R (lateral distance between runways 200 meters). The Beech 1900 landed safely on runway 03L and taxied to the apron, where passengers disembarked normally.
Spain's Comision de Investigacion de Accidentes e Incidents de Aviacion Civil (CIAIAC) released their final report in Spanish concluding the probable cause of the incident was:
Lack of lubrication of the #2 bearing because of the oil injector was partially blocked. The high temperatures reached in the #2 bearing led to the formation of carbon deposits which led to the destruction of the bearing and the engine failure.
The CIAIAC reported the first officer (26, 660 hours total, 456 hours on type) was pilot flying, the captain (31, 6000 hours total, 2591 hours on type) was pilot monitoring.
Following the engine failure and shut down the crew decided to not attempt restart the engine considering the engine had been damaged. While on emergency approach to Las Palmas the crew requested repeatedly that the heavy Boeing 757-200 ahead of them to be pulled out of the approach, tower however did not comply and instructed approach control to not pull the Boeing 757 out of the approach sequence and to clear the Beech for the approach. When the emergency aircraft was 5nm out the approach controller advised tower that both runways, due to insufficient lateral separation, should be clear to accomodate the emergency, tower however had already cleared the Boeing to land and did not cancel the landing clearance. When the Beech was 3nm out the crew reported on tower and was instructed to continue the approach, the Boeing was about 15 seconds from touchdown. After the Boeing had touched down and was about 15 seconds in the roll out tower cleared an Airbus A320 lined up at runway 03R for takeoff, 15 seconds later instructed the Boeing to vacate runway 03L as quickly as possible and cleared the Beech to land on runway 03L. 47 seconds after the landing clearance for the Beech tower reported to approach that the Beech had landed.
The CIAIAC analysed that although the crew had correctly declared emergency and therefore had priority, no priority was given to the aircraft by air traffic control. The Boeing 757 ahead of the Beech, although creating wake turbulence and despite the requests by the Beech crew, was not pulled off the approach seriously endangering the Beech in case of a possible go-around of the Boeing 757 which would have fully exposed the Beech to the wake vortices of the Boeing 757. In case the Boeing 757 could not vacate runway 03L quickly enough the Beech would be forced to go-around on single engine. In addition, when the Beech was already within 3nm from touchdown an Airbus A320 was cleared to take off from runway 03R (simultaneous operation not permitted due to insufficient lateral separation) potentially causing a loss of separation had the Beech needed to go-around.
The CIAIAC stated that the performance of the tower controller was not in line with established procedures, that require to grant priority to any aircraft in distress. The Boeing 757-200 should have been pulled off the approach and the takeoff clearance should not have been issued before the Beech was on the ground.
The CIAIAC analysed that the performance of the crew was in line with all procedures, the distribution of tasks between the crew corresponded to the operations manual.
The operations manual however was not found in line with the principles aviate, navigate, communicate and manage the emergency.
The CIAIAC also reported that the crew indicated they had no training on single engine go-arounds as no simulators were available for the Beech. The operator's chief officer confirmed that a number of emergency procedures could not be trained in their entirety due to the lack of a simulator with the result that crew responses may not be adequate in case of emergency.
The right hand engine was removed from the aircraft and sent to the engine manufacturer for further examination. Following disassembly of the engine the compressor rotor was found seized due to chafing between parts of the rotor and stator. This damage was the result of the malfunction of the #2 bearing. The #2 bearing's oil injector was found partially obstructed resulting in an abnormal spray pattern and abnormal direction of oil spray.
The CIAIAC analysed that the engine manufacturer knows about a typical buildup of carbon accumulation in the #2 bearing oil injector as particles accumulate. The gradual formation of that layer causes a reduction of bearing lubrication resulting in damage as observed. Two service bulletins had been released in 2001 and 2002, however, were not made mandatory. The service bulletins were modified in 2008 and 2009 to require their implementation at the next workshop visit of the engine. The engine manufacturer stated that following the implementation of the modifications suggested by the service bulletins no further obstruction of the #2 bearing oil injector was observed.
The CIAIAC issued 3 safety recommendations: the operator should update their operations manual to establish a proper distribution of tasks, the operator should issue guidance on how to operate flight data and cockpit voice recorders and Spain's AENA (Civil Aviation Authority) should establish precise separation criteria for aircraft in distress.
The #2 bearing oil injector (Photo: CIAIAC):
- 26/01/2012, 09:12 #2
Pues así por encima....
Declarada emergencia y no te dan prioridad, y para hacerlo más divertido autorizan a un segundo vuelo que puede interferir al que está en emergencia !!!
Hazlo o no lo hagas ... pero nunca lo intentes !!!
- 26/01/2012, 09:26 #3OvtGuest
FLIPLANTE... espero que no dejen volver a controlar a ese tío. Pero oye, esto es España...
- 26/01/2012, 09:38 #4
- 26/01/2012, 10:37 #5
- 22 jun, 11
- En la clandestinidad, ¿sabe usted?
Madre mía. Imagino que al controlador se le caerá el pelo. Lo he leído y... no entiendo como permiten que el 757 aterrice antes que la Beech 1900 y, encima, permiten un despegue por la paralela.
Os imagináis que durante el aterrizaje del 757 sufre un percance y queda atorado en mita de la pista, la Beech 1900 tiene que hacer una aproximación frustrada mientras por la paralela despega un A320... podríamos estar hablando de algo muy grave.
Gracias a Dios que todo quedó en un susto pero espero que se investigue y se asuman responsabilidades, no podemos permitirnos el más mínimo fallo en los procedimientos y más cuando hay viudas humanas de por medio.El problema de andar con las orejas siempre puestas es que uno se expone a escuchar cada barbaridad... que da miedo
- 26/01/2012, 11:26 #6
Luego los libros dicen que cuando declaras emergencia el aire es tuyo. Ya se ve, ya.
Living la vida Pro
- 26/01/2012, 12:11 #7guestGuest
This is Españistan.
- 26/01/2012, 12:12 #8
Tenía que decirlo.... ¡ Y nos quejamos del ATC del FS9 !Hazlo o no lo hagas ... pero nunca lo intentes !!!
- 26/01/2012, 12:28 #9
Mucha prisa no han tenido para hacer el informe desde el 2007...
- 26/01/2012, 13:23 #10
Ah, pues de **** madre el controlador...
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