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Example Accident Search by Event type and OI tag

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Show all A&Is where the Event type is WAKE and LOC involved Extreme Bank. Limit the amount to 12, print the synopsis and put them in an Unordered List.

  • A319 / B744, en-route near Oroville WA USA, 2008 (On 10 January 2008, an Air Canada Airbus A319 en route over the north western USA encountered unexpected sudden wake vortex turbulence from an in trail Boeing 747-400 nearly 11nm ahead to which the pilots who then responded with potentially hazardous flight control inputs which led to reversion to Alternate Control Law and aggravated the external /disturbance to the aircraft trajectory with roll up to 55° and an unintended descent of 1400 feet which with cabin service in progress and sea belt signs off led to cabin service carts hitting the cabin ceiling and several passenger injuries, some serious.)
  • CL60 / A388, en-route, Arabian Sea, 2017 (On 7 January 2017, the crew of a Bombardier Challenger en route at FL340 over international waters between India and the Arabian Peninsula temporarily lost control of their aircraft approximately one minute after an Airbus A380 had passed 1,000 feet above them tracking in the opposite direction. The Investigation is ongoing but has noted that both aircraft were in compliance with their air traffic clearances, that a major height loss occurred during loss of control with some occupants sustaining serious injuries and that after successfully diverting, the structure of the aircraft was found to have been damaged beyond economic repair.)
  • P28A / S76, Humberside UK 2009 (On 26 September 2009, a Piper PA28-140 flown by an experienced pilot was about to touch down after a day VMC approach about a mile behind an S76 helicopter which was also categorised as 'Light' for Wake Vortex purposes rolled uncontrollably to the right in the flare and struck the ground inverted seriously injuring the pilot. The Investigation noted existing informal National Regulatory Authority guidance material already suggested that light aircraft pilots might treat 'Light' helicopters as one category higher when on approach and recommended that this advice be more widely promulgated.)
  • SF34, vicinity Sydney Australia, 2008 (On 3 November 2008, a Saab 340B being operated on a domestic passenger flight by Regional Express AL was tracking in daylight to join a 7nm final for Runway 34R at destination Sydney, when a passenger sustained minor injuries as the result of a transient encounter with turbulence that had led to a momentary loss of control of the aircraft and which was suspected as being of wake vortex origin.)

Show all A&Is where LOC involved Extreme Bank.

  • A310, vicinity Paris Orly France, 1994 (On 24 September 1994, lack of understanding of automatic flight control modes, by the crew of an Airbus A-310, led to a full stall. The aircraft was recovered and subsequently landed without further event at Paris Orly.)
  • A319 / B744, en-route near Oroville WA USA, 2008 (On 10 January 2008, an Air Canada Airbus A319 en route over the north western USA encountered unexpected sudden wake vortex turbulence from an in trail Boeing 747-400 nearly 11nm ahead to which the pilots who then responded with potentially hazardous flight control inputs which led to reversion to Alternate Control Law and aggravated the external /disturbance to the aircraft trajectory with roll up to 55° and an unintended descent of 1400 feet which with cabin service in progress and sea belt signs off led to cabin service carts hitting the cabin ceiling and several passenger injuries, some serious.)
  • A320, en-route Karimata Strait Indonesia, 2014 (On 28 December 2014, an A320 crew took unapproved action in response to a repeating system caution shortly after levelling at FL320. The unexpected consequences degraded the flight control system and obliged manual control. Gross mishandling followed which led to a stall, descent at a high rate and sea surface impact with a 20º pitch attitude and a 50º angle of attack four minutes later. The Investigation noted the accident origin as a repetitive minor system fault but demonstrated that the subsequent loss of control followed a combination of explicitly inappropriate pilot action and the absence of appropriate pilot action.)
  • A332, en-route, Atlantic Ocean, 2009 (On 1 June 2009, an Airbus A330-200 being operated by Air France on a scheduled passenger flight from Rio de Janeiro to Paris CDG as AF447 exited controlled flight and crashed into the sea with the loss of the aircraft and all 228 occupants. It was found that the loss of control followed an inappropriate response by the flight crew to a transient loss of airspeed indications in the cruise which resulted from the vulnerability of the pitot heads to ice crystal icing.)
  • AS65, vicinity North Morecambe Platform Irish Sea UK, 2006 (On 27 December 2006, an AS365 Dauphin 2, operated by CHC Scotia, crashed into the sea adjacent to a gas platform in Morecambe Bay, UK, at night, following loss of control.)
  • AT43, en-route, Folgefonna Norway, 2005 (On 14 September 2005, an ATR 42-320 operated by Coast Air AS experienced a continuous build up of ice in the climb, despite the activation of de-icing systems aircraft entered an uncontrolled roll and lost 1500ft in altitude. The crew initiated recovery actions, the aircraft was stabilised, and the flight continued without further event.)
  • AT43, vicinity Stansted UK, 2007 (On 18 January 2007 an ATR 42-300 freighter developed a control difficulty just after a night take off from Stansted UK, which led the flight crew to declare an emergency and undertake an immediate return to land. The landing was uneventful but the approach flown was unstable, with EGPWS warnings, and the origin of the handling difficulty was considered to be, in part, due to inappropriate control inputs by one of the pilots.)
  • AT45, vicinity Prague Czech Republic, 2012 (On 31 October 2012, the crew of an ATR42 on a handover airworthiness function flight out of Prague briefly lost control in a full stall with significant wing drop after continuing a prescribed Stall Protection System (SPS) test below the appropriate speed and then failing to follow the correct stall recovery procedure. Failure of the attempted SPS test was subsequently attributed to both AOA vanes having become contaminated with water during earlier aircraft repainting at a specialist contractor and consequently being constrained in a constant position whilst the SPS test was being conducted at well above the prevailing freezing level.)
  • AT45, vicinity Sienajoki Finland, 2007 (On 1 January 2007, the crew of a ATR 42-500 carried out successive night approaches into Seinajoki Finland including three with EGPWS warnings, one near stall, and one near loss of control, all attributed to poor flight crew performance including use of the wrong barometric sub scale setting.)
  • AT72, en-route, southern Scotland UK, 2011 (On 15 March 2011, an ATR 72-200 on a non revenue positioning flight from Edinburgh to Paris CDG in night VMC with just the two pilots on board began to experience roll and directional control difficulties as the aircraft accelerated upon reaching the planned cruise altitude of FL230. A ‘PAN’ call was made to ATC and a return to Edinburgh was made with successful containment of the malfunctioning flying controls.)
  • AT73, en-route, Roselawn IN USA, 1994 (On 31 October 1994, an ATR 72 exited controlled flight after a flap retraction when descending through 9000 feet was followed by autopilot disconnect and rapid and very large un-commanded roll inputs from which recovery, not within the scope of received crew training, was not achieved. The investigation found this roll upset had been due to a sudden and unexpected aileron hinge moment reversal after ice accretion on the upper wings aft of the leading edge pneumatic de-icing boots during earlier holding in icing conditions which had been - unknown to the crew - outside the icing certification envelope.)
  • AT76, vicinity Taipei Songshan Taiwan, 2015 (On 4 February 2015, a TransAsia Airways ATR 72-600 crashed into the Keelung River in central Taipei shortly after taking off from nearby Songshan Airport after the crew mishandled a fault on one engine by shutting down the other in error. They did not realise this until recovery from loss of control due to a stall was no longer possible. The Investigation found that the initial engine fault occurred before getting airborne and should have led to a low-speed rejected take-off. Failure to follow SOPs and deficiencies in those procedures were identified as causal.)

... further results

Show all A&Is where LOC involved Extreme Bank and Extreme Pitch and HF involved Dual Sidestick Input.

  • A320, en-route Karimata Strait Indonesia, 2014 (On 28 December 2014, an A320 crew took unapproved action in response to a repeating system caution shortly after levelling at FL320. The unexpected consequences degraded the flight control system and obliged manual control. Gross mishandling followed which led to a stall, descent at a high rate and sea surface impact with a 20º pitch attitude and a 50º angle of attack four minutes later. The Investigation noted the accident origin as a repetitive minor system fault but demonstrated that the subsequent loss of control followed a combination of explicitly inappropriate pilot action and the absence of appropriate pilot action.)