The pilots of an Air Asia Airbus A320 and air traffic controllers at Yogyakarta Adisutjipto Airport in south central Indonesia apparently became confused about what was expected of them on November 20 last year.
France’s BEA air accident investigation agency has released its serious incident report into the loss of control of an Air France Boeing 777 on November 11 while it was flying a Category III approach to Paris Charles de Gaulle Airport. During a go-around, the aircraft came within 63 feet of the ground before it established a positive climbout. The BEA said the pilot flying–the 14,370-hour captain–failed to execute the go-around according to Boeing procedures.
The Aircraft Accident Investigation Board of Norway issued its final report explaining how confusion between two aircraft with similar call signs resulted in a near-collision at Oslo Airport in October last year. The incident occurred as a Norwegian Air Shuttle Boeing 737-800 (NAX 741) executed a missed approach as another of the company’s aircraft (NAX 740) was taking off.
In its report on a 2011 incident in which a Sikorsky S-92 nearly crashed off the Canadian coast, the Transportation Safety Board (TSB) of Canada implicates the pilots’ poor understanding of automation, insufficient basic flying skills and a misleading flight manual, which it says caused an inadvertent, vertiginous descent.
The UK’s Air Accidents Investigation Branch (AAIB) released a report in early June detailing how a crew approaching Scotland’s Glasgow Airport (EGPF) flew through an assigned altitude by inadvertently activating the “go-around” button on a Beechcraft King Air 200 just as the autopilot was about to capture a preset altitude. The ensuing confusion during the nighttime IMC incident was compounded by the specific cockpit setup of the King Air they were flying, which was different from the version they normally operated.
Most aviators probably can’t imagine the need for a regulation warning about texting while flying. After all, sterile-cockpit rules restrict unnecessary chatter for professional flight crews below 10,000 feet. But who would have thought that a captain might be so busy with his cell phone on final approach that he’d miss the landing-gear call?
The pilot told investigators that after takeoff he experienced a primary trim failure but continued to his destination airport using secondary trim. During final approach in clear daylight conditions, the pilot reported difficulty locating traffic and noticed his airspeed was too high to lower the landing gear. After spotting the preceding aircraft on short final, he “continued working the trim” using toggle switches on the center pedestal.
HAWKER SIDDELEY HS-125-700A, BEAUMONT, TEXAS, SEPT. 20, 2003–While the crew was practicing stalls, Hawker N45BP, operated by Starflite, of Houston, was destroyed when it went down 15 miles northwest of the Beaumont airport. All three pilots on board were all killed.
Mitsubishi MU-2B-60, Englewood, Colo., Dec. 10, 2004–The Flight Line MU-2, operated as American Check 900 (ACT 900), lost control while maneuvering near Centennial Airport (APA), Englewood, and was destroyed when it crashed in night IMC. The ATP-rated pilot and commercial-rated passenger were killed.
Cessna 525 CitationJet, Murfreesboro, Tenn., May 16, 2006–Nashville Approach cleared the Interstate Warehousing CitationJet for a visual approach to Runway 18 at Murfreesboro Municipal and the ATP-rated pilot checked ATIS. Wind was 240 degrees at three knots and the runway was wet. On final he used full flaps and activated the antiskid system. He touched down on the first third of the runway, and halfway down the jet started hydroplaning.