Crash of a Douglas DC-9-32 in Port Harcourt: 108 killed

Date & Time: Dec 10, 2005 at 1408 LT
Type of aircraft:
Operator:
Registration:
5N-BFD
Survivors:
Yes
Schedule:
Abuja - Port Harcourt
MSN:
47562
YOM:
1972
Flight number:
SO1145
Country:
Region:
Crew on board:
7
Crew fatalities:
Pax on board:
103
Pax fatalities:
Other fatalities:
Total fatalities:
108
Captain / Total flying hours:
10050
Captain / Total hours on type:
1900.00
Copilot / Total flying hours:
920
Copilot / Total hours on type:
670
Aircraft flight hours:
51051
Aircraft flight cycles:
60238
Circumstances:
The aircraft with call sign OSL 1 145 which departed Abuja at 1225 hrs UTC (1.25 pm local time) with endurance of 2 hours 40 minutes was on a scheduled passenger flight enroute Port Harcourt with 110 Persons on Board (103 Passengers and 7 Crew) and the flight continued normally. At 1241 hours UTC, the aircraft cruising at FL240 (24,000ft) Above Sea Level (ASL) got in contact with Port Harcourt Approach Control. The Approach control gave the OSL 1145 in - bound clearance to expect no delay on ILS Approach to runway 21, QNH of 1008 and temperature of 33° C. At about 1242 hours UTC (1.42pm local), the Approach controller passed the 1230 hours UTC weather report to the aircraft as follows: Wind - 260° /02kts Visibility - 12km Weather - Nil Cloud - BKN 420m, few CB (N-SE) at 690m QNH - 1008HPA Temperature - 33° C. About 1250 hours UTC (1.50 pm local), the aircraft, which was 90 nautical miles to the station, contacted Approach Control for initial descent clearance and was cleared down to FL 160. The aircraft continued its descent until about 1300 hours UTC (2.00 pm local) when the crew asked Approach Control whether it was raining over the station to which the controller reported negative rain but scattered CB and the crew acknowledged. At 1304 hours UTC, the crew reported established on the glide and the localizer at 8 nautical miles to touch down. Then the Approach controller informed the aircraft of precipitation approaching the station from the direction of runway 21 and passed the aircraft to Tower for landing instructions. At 1305 hours UTC, the aircraft contacted Tower and reported established on glide and localizer at 6 nautical miles to touch down. The controller then cleared the airplane to land on runway 21 but to exercise caution as the runway surface was slightly wet and the pilot acknowledged. At about 1308 hours UTC, the aircraft made impact with the grass strip between runway 21 and taxiway i.e. 70m to the left of the runway edge, and 540m from the runway 21 threshold. At about 60m from the first impact, the aircraft tail section impacted heavily with a concrete drainage culvert. The airplane then disintegrated and caught fire along its path spanning over 790m. The cockpit section and the forward fuselage were found at about 330m from the rest of the wreckage further down on the taxiway creating a total wreckage trail of 1 120m. Fire and rescue operations were carried out after which 7 survivors and 103 bodies were recovered. Five of the survivors died later in the hospital. The accident occurred in `Instrument Meteorological Conditions' (IMC) during the day.
Probable cause:
The probable cause of the accident was the crew's decision to continue the approach beyond the Decision Altitude without having the runway and/or airport in sight.
The contributory factors were:
- The crew's delayed decision to carry out a missed approach and the application of improper procedure while executing the go-around.
- The aircraft encountered adverse weather conditions with the ingredients of wind shear activity on approach.
- The reducing visibility in thunderstorm and rain as at the time the aircraft came in to land was also a contributory factor to the accident. And the fact the airfield lightings were not on may also have impaired the pilot from sighting the runway.
- Another contributory factor was the fact that the aircraft had an impact with the exposed drainage concrete culvert which led to its disintegration and subsequent tire outbreak.
Final Report:

Crash of a Beechcraft 200 Super King Air in Kaduna: 2 killed

Date & Time: Nov 28, 2005 at 1038 LT
Operator:
Registration:
N73MW
Flight Phase:
Flight Type:
Survivors:
No
Schedule:
Farnborough - Paris - Oued Isara - Kaduna - Abuja
MSN:
BB-22
YOM:
1975
Country:
Region:
Crew on board:
1
Crew fatalities:
Pax on board:
1
Pax fatalities:
Other fatalities:
Total fatalities:
2
Circumstances:
The crew took delivery of the aircraft in Farnborough and was supposed to transfer it in Abuja following fuel stop in Paris-Le Bourget, Oued Isara and Kaduna. Shortly after takeoff from Kaduna Airport runway 05, while in initial climb, one of the engine caught fire. The pilot-in-command lost control of the airplane that stalled and crashed, bursting into flames. Both occupants were killed.
Probable cause:
Engine fire/failure for unknown reasons.

Crash of a Boeing 737-2L9 in Lisa: 117 killed

Date & Time: Oct 22, 2005 at 2040 LT
Type of aircraft:
Operator:
Registration:
5N-BFN
Flight Phase:
Survivors:
No
Schedule:
Abidjan – Accra – Lagos – Abuja
MSN:
22734
YOM:
1981
Flight number:
BLV210
Location:
Country:
Region:
Crew on board:
6
Crew fatalities:
Pax on board:
111
Pax fatalities:
Other fatalities:
Total fatalities:
117
Captain / Total flying hours:
13429
Captain / Total hours on type:
153.00
Copilot / Total flying hours:
762
Copilot / Total hours on type:
451
Aircraft flight hours:
55772
Aircraft flight cycles:
36266
Circumstances:
The accident was reported to erstwhile Accident Investigation and Prevention Bureau (AIPB) now Accident Investigation Bureau (AIB) on Saturday 22nd of October, 2005. The site of the wreckage was located on the 23rd of October, 2005 and investigation began the same day. On October 22, 2005, at 2040 hrs, Bellview Airlines (BLV) Flight 210, a Boeing B737-200, 5N-BFN, crashed while climbing to cruise altitude shortly after take-off from Murtala Muhammed Airport, Lagos (LOS). The flight was operating under the provisions of the Nigerian Civil Aviation Authority (NCAA) Air Navigation Regulations (ANRs) as a scheduled domestic passenger flight from LOS to Abuja International Airport (ABV). The flight departed LOS for ABV at 2035 hrs, with 2 pilots, 1 licensed engineer, 3 flight attendants, and 111 passengers on board. The airplane entered a descent and impacted open terrain at Lisa Village, Ogun State. All 117 persons were killed and the airplane was destroyed by impact forces and fire. Instrument meteorological conditions prevailed. The airplane was operated on an Instrument Flight Rule (IFR) plan. The accident occurred on the final leg of a one-day round trip from Abuja to Abidjan with intermediate stops at Lagos and Accra for both the outbound and inbound segments. The trip through the second stop at Accra (the fourth leg) was reported without incident. On the fifth leg, during the taxi for takeoff at Accra, the pilot and the engineer discussed the low pressure reading of 650 psi in the brake accumulator system according to the pilot that flew the aircraft from Accra to Lagos. Normal accumulator brake pressure is 1000 psi. The captain continued the flight to the destination, LOS, without incident, where the discrepancy was logged. The engineer briefed the maintenance crew about the low pressure reading. The crew consisted of two Licensed Aircraft Engineers (LAEs) and the outbound engineer for Flight 210. LAEs and engineer on riding coverage worked together to troubleshoot the brake system, which included verifying the pressure reading with the pressure gauge from another Boeing 737 (5N-BFM) in the fleet. It was determined that the source of the low pressure was due to a faulty brake accumulator. On checking the Minimum Equipment List (MEL), the maintenance engineers decided that the aircraft could be released for operation with the fault. Before Flight 210 departed, the captain discussed en-route weather with another pilot who had just completed a flight from Port Harcourt to Lagos. The other pilot informed the accident captain of a squall line in the vicinity of Benin. The accident captain indicated that he experienced the same weather condition on his previous flight from Abuja to Lagos. The chronology of the flight was determined from the transcript of the recorded radio communications between Air Traffic Control and Flight 210 and post accident interviews of air traffic personnel. According to the transcript, the pilot of Flight 210 contacted the tower at 1917:02 UTC and requested for startup and clearance was given. The controller gave him the temperature and QNH, which were 27 degrees Centigrade and 1010 millibars respectively. At 1924:08 UTC, the Pilot requested and got approval for taxi to Runway 18L. At 1927 UTC, the tower requested for Persons on Board (POB), endurance and registration. In response, the pilot indicated the number of persons on board as 114 minus 6 crew, fuel endurance as 3 hours and 50 minutes and registration 5N-BFN. The tower acknowledged the information and issued the route clearance via Airway UR778, Flight Level 250, with a right turn-out on course. The pilot read back the clearance and the controller acknowledged and instructed the pilot to report when ready for takeoff. At 1927:55 UTC, the pilot requested “can we have a left turn out please?” and soon afterwards his request was granted by the controller. At 1928:08 UTC, the tower cleared BLV 210 as follows: "BLV 210 RUNWAY HEADING 3500FT LEFT TURN ON COURSE" At 1928;12 UTC, BLV 210 replied "3500FT LEFT TURN ON COURSE 210". 1928:47 UTC, the pilot reported ready for takeoff, and after given the wind condition as 270 degrees at 7 knots the controller cleared Flight 210 for departure at 1928:50 UTC. The pilot acknowledged the clearance, and at 1929:14 UTC requested “And correction, Bellview 210, please we will take a right turn out. We just had a sweep around the weather and right turn out will be okay for us.” The controller responded “right turn after departure, right turn on course” and the pilot acknowledged. According to the transcript, at 1931:52 UTC, the controller reported Flight 210 as airborne and instructed the pilot to contact LOS Approach Control. During the post-crash interview, the controller indicated he saw the airplane turn right, but was unable to determine its attitude due to darkness. He indicated the airplane sounded and appeared normal. At 1932:22 UTC, the pilot made initial contact with Approach Control and reported “Approach, Bellview 210 is with you on a right turn coming out of 1600 (feet)”. The Approach Control replied “report again passing one three zero.” The pilot acknowledged at 1932:35 UTC, and that was the last known transmission from the flight. According to the transcript, the controller attempted to regain contact with the flight at 19:43:46 UTC. Repeated attempts were unsuccessful. Emergency alert was then sent out to relevant agencies including the National Emergency Management Agency (NEMA) for search and rescue operations to commence. The airplane struck the ground on flat terrain in a relatively open and wooded area, 14NM north of the airport (6˚ 48’ 43” N and 3˚ 18’ 19” E).
Probable cause:
The AIB, after an extensive investigation, could not identify conclusive evidence to explain the cause of the accident involving Bellview Flight 210. The investigation considered several factors that could explain the accident. They include the PIC training of the Captain before taking Command on the B737 aircraft which was inadequate, the cumulative flight hours of the pilot in the days before the accident which was indicative of excessive workload that could lead to fatigue. Furthermore, the investigation revealed that the airplane had technical defects. The airplane should not have been dispatched for either the accident flight or earlier flights. The absence of forensic evidence prevented the determination of the captain’s medical condition at the time of the accident. The missing flight recorders to reconstruct the flight also precluded the determination of his performance during the flight. Due to lack of evidence, the investigation could not determine the effect, if any, of the atmospheric disturbances on the airplane or the flight crew’s ability to maintain continued flight. The operator could not maintain the continuing airworthiness of its aircraft, in ensuring compliance of its flight and maintenance personnel with the regulatory requirements. The Civil Aviation Authority’s safety oversight of the operator’s procedures and operations was inadequate.
Final Report:

Crash of an Embraer EMB-110P1A Bandeirante in Kaduna

Date & Time: Mar 17, 2000 at 1047 LT
Operator:
Registration:
5N-AXM
Survivors:
Yes
Schedule:
Abuja - Jos
MSN:
110-446
YOM:
1984
Country:
Region:
Crew on board:
3
Crew fatalities:
Pax on board:
3
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
8733
Captain / Total hours on type:
1008.00
Copilot / Total flying hours:
3100
Copilot / Total hours on type:
200
Aircraft flight hours:
10926
Circumstances:
On the day of the accident, the aircraft was engaged in a charter operation for the Central Bank of Nigeria. The first segment of the flight (Lagos - Abuja) was flown by the Commander. The aircraft departed Lagos about 0630 hours UTC and initially at cruise, the crew had a momentary problem setting power on the starboard engine after which the flight continued normally to Abuja. The aircraft which departed Abuja for Jos at 0900 hours UTC had 6 souls on board, 5 hours endurance with the first officer at the controls. At FL 90 and about 30NM from Abuja, the crew again had problems with the cruise power setting on the starboard engine. The torque remained at 1400. The crew retarded the right power lever to the minimum with the aim of achieving a cruise setting of 1300 but the gear warning came on. The Commander at this stage took over the controls from the first officer. At 0923 hours UTC, the aircraft contacted Kaduna Tower that it would be diverting to Kaduna as against its scheduled destination giving its flight level as 90 at a distance of 61 miles and estimating TMA at 24 miles, 'KC' at 41 miles, 6 souls on board and 5 hours endurance at departure. The tower then gave the aircraft an inbound clearance to 'KC' locator maintaining FL 90 and to expect no delay for a locator approach runway 05. Weather report at 0900 hours UTC was also passed to the aircraft as wind 090/05 knots, QNH 1014 and temperature 30°c. At 0928 hours UTC the airplane at about 42 miles, speed between 150-160 kts, requested descent and was cleared to 4,500H, QNH 1014. At about 0935 hours UTC, the pilots contacted tower that they would make a single engine approach because they were having problems controlling power on the starboard engine and it would be shut down. The tower in response, asked whether they would need fire coverage on landing to which the pilots affirmed. The commander then reviewed the single engine approach with the first officer estimating 4,500 ft at 8NM. Approaching 4,500 ft at 11 NM, the crew initiated right engine shut down after which the speed was decayed from 150 to 140 kts. At 0946 hours UTC, the pilot reported 6nm final and field in sight while the tower requested hire to report 4 miles final. Shortly, the controller reported having the aircraft in sight and subsequently cleared it to land on runway 05 giving wind as north easterly 06 knots. Descending at 500ft/min, the commander requested for 25% of flap when the first officer selected full flap. Shortly, the speed started decaying and bleeding faster. When the aircraft was at 2,700 ft high, the speed had already decayed to between 100 - 110 kts. The crew applied full power on the port engine to arrest the speed decay but to no avail . The pilot was trying to correct the descent rate, speed decay and the asymmetry when the stall warning came on. At this juncture, all effort by the controller to establish further contact with the airplane proved abortive. Suddenly, the controller observed a gust of dust in the atmosphere which gave him an indication that the aircraft had crashed. The aircraft crashed into the new VOR/DME site being constructed about 1175m from the threshold of runway 05. Time of accident was 0947 hours UTC.
Probable cause:
The probable cause of this accident was the poor handling by the crew of the one-engine inoperative approach.
The following findings were identified:
- The aircraft was properly registered and certified in accordance with the Civil Aviation Regulations of Nigeria.
- The commander of the aircraft was certified and qualified to take the flight while the first officer did not have a licence on board on the clay of the accident. The licence had expired and yet to he renewed.
- The proficiency check attended by the GWW was Without some critical manoeuvres such as simulated single engine approach and stalls.
- The aircraft on departure from Abuja was to land at Jos but diverted to Kaduna.
- The crew informed Kaduna Control Tower that they were doing to make a single engine (port) approach since they were having problems controlling power of the starboard engine.
- The pilots did not adhere to the laid down procedures for a one-engine inoperative approach.
- Crew coordination was practically lacking in this flight.
- The Control Tower lost contact with the aircraft at about 4NM to the airfield.
- The Landing Configuration of the aircraft was full flaps, gear up with power only on the poet engine.
- The starboard engine propeller was not feathered.
- The aircraft crashed into the new VOR/DME site being constructed about Urn from the threshold of runway 05.
- The final resting position of the aircraft was about 68m from the first point of impact and almost turning 180° from its initial direction (flight path).
- There was power on the port engine as there was severe flexural damage to the propeller blades (tips chip off).
Final Report:

Crash of an Embraer EMB-110P1A Bandeirante in Abuja: 2 killed

Date & Time: Jan 5, 2000 at 1325 LT
Operator:
Registration:
5N-AXL
Survivors:
Yes
Schedule:
Lagos - Abuja - Ilorin
MSN:
110-455
YOM:
1984
Country:
Region:
Crew on board:
2
Crew fatalities:
Pax on board:
11
Pax fatalities:
Other fatalities:
Total fatalities:
2
Circumstances:
On final approach to Abuja-Nnamdi Azikiwe Airport runway 22, the crew declared an emergency and reported smoke in the cockpit and cabin. Shortly later, the aircraft stalled and crashed 120 metres short of runway. A passenger and one people on the ground were killed while 12 other occupants were injured.

Crash of a De Havilland DHC-6 Twin Otter 300 in Abuja: 3 killed

Date & Time: Sep 13, 1994 at 1155 LT
Operator:
Registration:
5N-ATQ
Survivors:
Yes
Site:
Schedule:
Lagos - Abuja
MSN:
538
YOM:
1977
Country:
Region:
Crew on board:
2
Crew fatalities:
Pax on board:
3
Pax fatalities:
Other fatalities:
Total fatalities:
3
Circumstances:
While descending to Abuja-Nnamdi Azikiwe Airport, the crew encountered poor weather conditions with low clouds, heavy rain falls and moderate to severe turbulences. As the ILS was out of calibration, the crew decided to perform a VOR/DME approach but following a misunderstanding of the VOR location, the crew started the final approach prematurely. Too low, the aircraft struck the slope of a mountain located 12,2 km short of runway 22. Two people survived while three others were killed.
Probable cause:
Wrong approach configuration on part of the crew who initiated the descent prematurely, causing the aircraft to descend too low too early. Poor weather conditions were considered as contributing factors.

Crash of a BAe 125-700B in Kaduna: 7 killed

Date & Time: Dec 31, 1985
Type of aircraft:
Operator:
Registration:
5N-AXP
Flight Type:
Survivors:
No
Schedule:
Abuja - Kaduna
MSN:
257203
YOM:
1983
Location:
Country:
Region:
Crew on board:
2
Crew fatalities:
Pax on board:
5
Pax fatalities:
Other fatalities:
Total fatalities:
7
Circumstances:
The crew was cleared to descent to 4,500 feet when the aircraft went out of control and crashed in an open field located 32 km short of runway. The aircraft was destroyed upon impact and all seven occupants were killed.
Probable cause:
The exact cause of the accident was not determined with certainty. However, it is believed that the loss of control was the consequence of the combination of the following factors:
- Lack of altitude awareness on part of the crew,
- Crew distraction,
- Poor judgment on part of the crew,
- Possible optical illusion or wrong perception on approach due to intensity of the approach lights.

Crash of a Fokker F28 Fellowship 1000 in Kano: 16 killed

Date & Time: Mar 2, 1978 at 1243 LT
Type of aircraft:
Operator:
Registration:
5N-ANA
Survivors:
No
Schedule:
Abuja - Kano
MSN:
11993
YOM:
1970
Location:
Country:
Region:
Crew on board:
5
Crew fatalities:
Pax on board:
11
Pax fatalities:
Other fatalities:
Total fatalities:
16
Aircraft flight hours:
10625
Aircraft flight cycles:
13303
Circumstances:
While descending to Kano-Mallam Aminu Kano Airport, the crew was instructed to maintain FL65 as a Nigerian Air Force MiG-21 was performing touch-and-go maneuvers at the same airport. After the jet trainer completed its touch-and-go and was taking off, its crew was informed about the approach of the F28 which should land first on runway 05. On short final, both aircraft collided and crashed in flames about 2 km short of runway threshold. Both aircraft were destroyed and all 18 occupants were killed. The exact circumstances and causes of the in-flight collision are unclear.