Bişkek Kazasının ILS Yaklaşması Ön Raporu

Merhabalar Havacılık Meraklıları

16 Ocak 2017 tarihinde Bişkek Havalimanı’na yaklaşması sırasında düşen ACT kargo şirketine ait Boeing 747 tipi uçağın Bişkek Havalimanı 26 pistine yaklaşmasının ön raporu  dün yayınlandı. MAK tarafından yayınlanan rapora ve yayınlanan diagrama göre uçak yaklaşması sırasında yüksek kalmış. Uçak süzülüş açısını yakaladığında inişi için yaklaşma açısının çok üzerinde ve pistin çok yükseğinde kalmış.

Diagram şöyle:

Pembe çizgi uçağın izlediği rota, lacivert çizgi ise uçağın olması gerektiğ rota olarak belirtilmiş. Verilere göre uçak sis sebebiyle olması gerektiği yerde değil gibi gözüküyor. Açıklamalardan anladğımız bunlar.Amatör olarak bu kadar yorumlayabiliyoruz.

Raporun orijinali ise aşağıda. Olay uçaktan alınan kara kutu verilerinin çözülmesiyle teknik olarak açıklanmış açıklamada:

“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.”

ifadeleri kullanıldı.

MAK tarafından yayınlanan raporun pdf adresi ise :

http://mak-iac.org/upload/iblock/7f7/Preliminary%20Report%20Boeing%20747-412F%20TC-MCL.pdf