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Accident: Asiana B772 at San Francisco on Jul 6th 2013, touched down short of the runway, broke up and burst into flames (autorizado³)

Asiana Boeing 777-200, registration HL7742 performing flight OZ-214 from Seoul (South Korea) to San Francisco,CA (USA) with 291 passengers and 16 crew, touched down short of runway 28L impacting the edge separating the runway from the San Francisco Bay 115 meters/375 feet ahead of the runway threshold while landing on San Francisco's runway 28L at 11:27L (18:27Z), the tail plane, gear and engines separated, the aircraft came to a rest left of the runway about 490 meters/1600 feet past the runway threshold. The aircraft turned around by nearly 360 degrees, burst into flames and burned out, 238 occupants were able to evacuate the aircraft in time and are alive, 67 occupants are unaccounted for. 2 people are confirmed killed in the accident, 10 people are in critical condition, 18 more are in hospital care with injuries of lesser degrees. The majority of survivors escaped without injuries.







Emergency services initially reported all occupants have been accounted for and are alive. Emergency services repeated ALL occupants have been accounted for in response to media reports that two people have been killed. A number of people were taken to hospitals with injuries of varying degrees. In a later press conference the fire chief of San Francisco said, not all people have been accounted for, two people were confirmed killed in the accident.

Asiana confirmed their aircraft suffered an accident while landing in San Francisco, there were 291 passengers and 16 crew on board.

The General hospital in San Francisco reported they received 10 passengers from the flight OZ-214, 8 adults and 2 children, all in critical condition.

The city of San Francisco and emergency services in a joint press conference reported that emergency services responded post landing, 48 people were transported to hospitals, 190 passengers were collected and taken to the terminal, 82 of which are probably going to be tranferred to hospitals, there are some people unaccounted for. The aircraft carried 291 passengers and 16 crew, total 307 people on board. There were two fatalities.

The airport was completely closed for about 5 hours, then runway 01L/19R and 01R/19L reopened, both runways 10/28 remain closed.

The NTSB reported the Boeing 777 of Asiana, flight 214, approached runway 28L when it suffered an accident, three investigators from the West Coast as well as a response team from Washington have dispatched on scene. Korea's ARAIB have been invited to join the investigation.

ATC recordings show, the aircraft was on a normal approach and was cleared to land on runway 28L, no emergency services were lined up, all traffic was running normally. During a transmission of tower shouting in the back of the tower is heard, emergency services began to respond, all aircraft on approach were instructed to go around. The airport was closed. United flight 885, waiting for departure at the hold short line threshold 28L, reported people were walking around both runways, there were a number of people near the numbers of runway 28R, obviously survivors.

An observer on the ground reported that the approach of the aircraft looked normal at first, about 5 seconds prior to impact the aircraft began to look low and then impacted the sea wall ahead of the runway.


Nota

On Jul 7th the NTSB reported in a press conference at San Francisco Airport, the crew was cleared for a visual approach to runway 28L, the crew acknowledged, flaps were set at 30 degrees, gear was down, Vapp was 137 knots, a normal approach commenced, no anomalies or concerns were raised within the cockpit, 7 seconds prior to impact a crew member called for speed, 4 seconds prior to impact the stick shaker activated, a call to go-around happened 1.5 seconds prior to impact, this data based on a first read out of the cockpit voice recorder. According to flight data recorder the throttles were at idle, the speed significantly decayed below target of 137 knots - the exact value not yet determined -, the thrust levers were advanced and the engines appeared to respond normally. The NTSB confirmed the PAPIs runway 28L were available to the approaching aircraft before the accident, however were damaged in the accident and thus went out of service again. The localizer was available, the glideslope was out of service, according NOTAMs were in effect. There were no reports of windshear and no adverse weather conditions. The air traffic controller was operating normal, no anomaly was effective, until the controller noticed the aircraft had hit the sea wall. The controller declared emergency for the aircraft and initiated emergency response. ARAIB and Asiana personnel have arrived on scene and have joined the investigation. The Mayor of San Francisco reported runway 10L/28R was cleared for service.

On Jul 8th 2013 the NTSB reported the pilots' flight bags and charts were located, the proper (approach) charts for San Francisco Airport were in place at the cockpit. There were 4 pilots on board of the aircraft, they are being interviewed on Jul 8th, which will be determine who was pilot flying and who was in command at the time of the approach. The cockpit was documented and the switch positions identified. Both engines were delivering power at time of impact consistent with the flight data recordings, the right hand engine found adjacent to the fuselage showed evidence of high rotation at impact, the left hand engine liberated from the aircraft also showed high rotation at impact. The aircraft joined a 17nm final, the crew reported the runway in sight before being handed off to tower. The autopilot was disconnected at 1600 feet 82 seconds prior to impact, the aircraft descended through 1400 feet at 170 KIAS 73 seconds prior to impact, descended through 1000 feet at 149 KIAS 54 seconds, 500 feet at 134 KIAS 34 seconds, 200 feet at 118 KIAS 16 seconds prior to impact. At 125 feet and 112 KIAS the thrust levers were advanced and the engines began to spool up 8 seconds prior to impact, the aircraft reached a minimum speed of 103 KIAS 3 seconds prior to impact, the engines were accelerating through 50% engine power at that point, and accelerated to 106 knots. The vertical profile needs to be assessed first. There was debris from the sea wall thrown several hundred feet towards the runway, part of the tailcone is in the sea wall, a significant portion of the tail is ahead of the sea wall in the water.

On Jul 9th 2013 the NTSB reported in their third press conference based on pilot interviews, that at 500 feet AGL the PAPIs were showing three red one white and the pilot began to pull back on the yoke to reduce rate of descent assuming the autothrottles would maintain the speed set to 137 knots. A lateral deviation developed taking the attention of the crew. Descending through 200 feet all PAPIs were red and the speed had decayed into the red/black marked range, the crew realised the autothrottles were not maintaining the target speed, at that point the autothrottles started to move the levers forward. There were three pilots in the cockpit, the captain under supervision was pilot flying occupying the left hand seat, the training captain was pilot monitoring occupying the right hand seat, the relief first officer was occupying the observer seat, the relief captain was in the cabin at the time of the landing. The captain under supervision, 9700 hours total flying experience, had flown 10 legs for a total of 35 hours on the Boeing 777-200 so far and was about half way through his supervision. The training captain was on his first flight as training captain, the two pilots had never flown together before. The autothrottle switches were found in the armed position post accident, it is not yet clear in what mode the autothrottles were and whether autothrottles were engaged or not. Two flight attendants in the aft cabin were ejected from the aircraft during the accident sequence and were later found up and aside of the runway with injuries. At least one of the escape slides inflated inside the cabin. 


On Jul 9th 2013 the NTSB reported in their third press conference based on pilot interviews, that they were requested to maintain 180 KIAS until 5nm out, then extended the flaps to landing configuration of 30 degrees (160 KIAS max speed), they were high descending through 4000 feet, set vertical speed mode at -1500fpm, at 500 feet AGL the PAPIs were showing three red one white and the pilot began to pull back on the yoke to reduce rate of descent assuming the autothrottles would maintain the speed set to 137 knots. A lateral deviation developed taking the attention of the crew. Descending through 200 feet all PAPIs were red and the speed had decayed into the red/black marked range, the training captain realised the autothrottles were not maintaining the target speed, at that point the pilot flying had already started to move the levers forward. There were three pilots in the cockpit, the captain under supervision was pilot flying occupying the left hand seat, the training captain was pilot monitoring occupying the right hand seat, the relief first officer was occupying the observer seat, the relief captain was in the cabin at the time of the landing. The captain under supervision, 9700 hours total flying experience with 5000 hours in command, type ratings for B737, B747 and A320 having been ground instructor and sim instructor as well captain on A320s from 2005 to 2013, had flown 10 legs for a total of 35 hours on the Boeing 777-200 so far and was about half way through his supervision. The training captain, about 3000 hours on B777 and about 10k hours in command, was on his first flight as training captain, he was pilot in command, the two pilots had never flown together before. The relief first officer had 4600 hours of total experience, about 900 hours on B772 and about 5-6 landings into SFO as pilot monitoring on B772. The autothrottle switches were found in the armed position post accident, it is not yet clear in what mode the autothrottles were and whether autothrottles were engaged or not. Two flight attendants in the aft cabin were ejected from the aircraft during the accident sequence and were later found up and aside of the runway with injuries. At least one of the escape slides inflated inside the cabin. There was a post accident fire at the inboard section of the #2 engine, a fuel tank had ruptured leaking fuel onto the hot engine. The thrust reversers were found stowed, the speedbrakes were retracted. Both engine fire handles were pulled and agents discharged, the APU fire handle was pulled and agent discharged as well. Traces at the sea wall reveal that the main landing gear struck the sea wall first, then the tail of the aircraft. 

On Jul 10th 2013 the NTSB reported in their fourth press conference, that the captain under supervision and training captain had flown the takeoff from Seoul, had taken about 5 hours of rest enroute and took their seats again about 90 minutes prior to landing. During the last 2.5 minutes of flight there were multiple autopilot and multiple autothrust modes. The various modes needs to be assessed to see whether they were result of single pilot actions or result of interconnected system responses. The aircraft received landing clearance about 1.5nm before touchdown. Six of twelve flight attendants are still in hospital care and were not interviewed so far. The flight attendants at doors 1R and 2R were pinned by evacuation slides deploying into the cabin. 3 of four flight attendants at the rear doors were ejected from the aircraft together with their seats. None of the passenger seats were ejected from the aircraft. The six uninjured flight attendants were interviewed and reported that after the aircraft came to a stop, one of the flight attendants at 1L went to the cockpit and checked with flight crew whether an evacuation should be initiated, the flight crew instructed to not initiate the evacuation. The flight attendants at 2L saw fire outside the aircraft near seat row 10, consistent with the position of the right hand engine's position adjacent to the fuselage, and initiated the evacuation. 90 seconds after the aircraft came to a stop door 2L closely followed by 1L opened and the evacuation began. 120 seconds after the aircraft came to a stop the first emergency responders arrived on scene, about 150 seconds after the aircraft came to a stop the first fire agent was applied to the right hand side by emergency services. Emergency services entered the aircraft with a hose and attempted to fight the fire from the inside of the aircraft as well as assisted in the passenger evacuation. While trying to liberate the pinned flight attendants emergency services observed fire coming in from the window/fuselage. The NTSB is probably going to release runway 28L to the airport within the next 24 hours. In an interview with Korean Authorities the pilot flying reported that a flash of light occurred at 500 feet which temporarily blinded him, the NTSB confirmed that this was mentioned in their interview as a temporary event, too.


On Jul 8th 2013 South Korea's Ministry of Transport reported the captain (43, ATPL, 9,793 hours total) of the ill-fated flight was still under supervision doing his first landing into San Francisco on a Boeing 777, although he had 29 landings into San Francisco on other aircraft types before. He was supervised by a training captain with 3,220 hours on the Boeing 777, all responsibilities are with the training captain. 





Relevant NOTAMS:
07/048 - RWY 10L/28R CLSD. 06 JUL 23:10 2013 UNTIL UFN. CREATED: 06 JUL 23:10 2013

07/047 - RWY 10R/28L CLSD. 06 JUL 23:09 2013 UNTIL UFN. CREATED: 06 JUL 23:09 2013

07/046 (A1326/13) - RWY 28L PAPI U/S. 06 JUL 22:19 2013 UNTIL UFN. CREATED: 06 JUL 22:19 2013

07/045 (A1324/13) - AD AIRPORT CLSD. 06 JUL 20:10 2013 UNTIL UFN. CREATED: 06 JUL 20:10 2013 (cancelled at 23:09Z)

06/005 (A1056/13) - NAV ILS RWY 28L GP U/S. 01 JUN 14:00 2013 UNTIL 22 AUG 23:59 2013. CREATED: 01 JUN 13:40 2013

Metars:
KSFO 061956Z 23004KT 10SM FEW016 19/10 A2981 RMK AO2 SLP095 T01890100 
KSFO 061856Z 21007KT 170V240 10SM FEW016 18/10 A2982 RMK AO2 SLP098 T01830100 
KSFO 061756Z 21006KT 10SM FEW016 18/10 A2982 RMK AO2 SLP097 T01780100 10183 20128 51005 
KSFO 061656Z VRB06KT 10SM FEW013 SCT018 17/10 A2982 RMK AO2 SLP096 T01670100
KSFO 061556Z 02003KT 10SM FEW012 SCT018 16/11 A2982 RMK AO2 SLP096 T01610106
KSFO 061456Z VRB03KT 10SM FEW010 SCT015 14/10 A2980 RMK AO2 SLP092 T01440100 51006 


As informações são"The Aviation Herald".Sempre é citado o link de referência. O conteúdo é de Responsabilidade:Patricia McInnes, Denilson Pereira, 

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