AEROPERU 603 ACCIDENT REPORT PDF

On the 2nd of October in , Aeroperú made history with a frantic and .. From an unofficial translation of the accident report by the Peru. Operator: AeroPeru. Registration: N52AW Flight took off from Lima runway 15 at am for a flight to Santiago. Five minutes after . Accident location: Exact; as reported in the official accident report. +−. Leaflet | ©. by Aeroperu, crashed into the Pacific (?can, about 30 miles off the coast of Lima was attempting to return to Lima when the accident occurred.

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I don’t know what the cabin altitude at 9, ft in a B normally is, but it certainly isn’t zero, and the crew could hhave cross-checked. It can be deduced from the investigation carried out that the maintenance staff did not remove the protective adhesive tape from the static ports.

From an unofficial translation of the accident report by the Peru Ministry of Transport: Then a tech log entry stating that the static ports have been covered is made. The first officer told the controller that they had control problems.

Later investigation into the accident revealed that adhesive tape had been accidentally left over some or all of the static ports on the underside of the fuselage after the aircraft was cleaned, eventually leading to the crash.

Aeroperú Flight – Wikipedia

Immediately, the Peruvian Transport Minister was reported by The Times and CNN to be focusing on the aircraft’s computer systems as the cause thanks, presumably, to some words the pilot had spoken to ATC.

There must be better use and observation of, and reliance on, the radio altimeter.

This was done by a line mechanic, who started by covering the static ports with masking take to accixent sure that none of the polish or other foreign material would interfere with the air intake.

Plus that does seem to be fairly obvious tape. Implement systems which avoid conflicting or contradictory accdent, such as overspeed and stick shaker being activated at the same time. The static ports being covered were, Boeing said, a clear case of careless maintenance followed by a negligent pre-flight inspection by the captain. Closed – Acceptable Action Issued: Don’t worry about things you cannot control.

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AP and CNN are wrong about the duct tape. The Captain, at several points, said “My engines are at idle, we are maintaining altitude, aedoperu yet we are still accelerating.

It recommends the FAA [ It was clear accideng the crew that not all of the alarms could be correct. There are hundreds of distinct systems on this aircraft. The Electronic Telegraph reported on 3 October that the B crashed into the Pacific about 3 miles off the coast, north of Lima, on a flight to Santiago, Chile, with 70 reporr on board.

Since CFIT due to a simultaneous double engine flame-out didn’t even come into question in the Aeroperu crash, we may conclude from the fault tree that singling out computer failure of any kind, at any point in the investigation, could not have been the whole story.

I thus hold it as incumbent on assessors to indicate as well as possible how and why they might be wrong. Both McDonnell Douglas and Airbus Industrie provide brightly colored covers that are installed over static ports during cleaning of an aircraft.

Does this not make a case for a GPS? While the altimeter indicated an altitude of approximately 9, feet, the aircraft’s true altitude was in fact much lower. And a procedure, where a ground crew MUST notify a responsible member of the engineering staff before masking off the ports should be mandatory too. Pitot system problems will then result to an aborted take-off, and static-system problems in a circuit-to-land.

They, like the flight crew, could see nothing out of the windows other than the black night and the lights of the wings reflecting off the cloud. Meanwhile, they both reort to try to make sense of what was happening. Accidents have many causes and contributing factors. The covering of either left-side-only or both-side static ports could be sufficient by itself to explain the difficulty the AeroPeru pilot reported with his air data. Cross-checking the ASI, VSI and altimeters operating off different circuits will indicate whether a particular reporr is malfunctioning, he says, or if all are affected.

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Only in the last seconds would the passengers have been aware, as the previous climbs and descent were too gentle to be felt, even in the cockpit. The conventional wisdom on this mishap is rather maddening: If the flight crew had understood that, or at least had a moment to think clearly, they would have realised that this meant the overspeed warnings were aeropsru and could be disregarded.

In both of these cases, your ground speed is not relevant. Fri, 8 Nov Ivan Eddie’s In Box: The captain stopped their descent in order to gain time to think. Criticism” “The Stuck Mike Show: Back to Abstracts of References and Incidents.

Aeroperú Flight 603

Earlier this year, US officials had threatened to charge Peru with failure to comply with ICAO standards unless the Peruvians took steps to improve their oversight of commercial acident. Peru has ” struggled to address the FAA’s concerns, ” said McKenna, but that the US criticism had left them ” defensive and even more sensitive to perceived interference from Americans in their activities “.

The Captain circled the to the west, the tower controller providing altitude and position readouts to the pilots repor the tower’s radar recently returned to service after a lengthy outage.

He pulled the speed brakes.

I think the world of Gulfstream Aerospace. There is only so much you can do.