Air Algérie Flight 5017 - Knowledge (XXG)

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the engines was then lower than the thrust required for level flight, and the speed of the plane continued to decrease. For about one minute, the gap between the EPR values of the left and right engines gradually increased and then stabilized between 0.2 and 0.3, and the autothrottle switched to MACH ATL mode three times. 55 seconds after the anomaly in the right engine, the left engine's EPR values also became erroneous and started to increase. Due to these incorrect readings, the crew realized that an anomaly had occurred on AH5017. Five seconds later, and continuing for four seconds, this increase was interrupted by a decrease in both engines' RPM. This decrease could have resulted from the crew reducing the Mach target, or from manual decrease in engine RPM by over-riding the autothrottle. However, even though there were many anomalies in the engines, the speed of the plane was still at or near normal speed cruising, so the crew still did not activate the engine anti-icing system. They did not realize that the blockage in the pressure sensors was causing the engines to deliver insufficient thrust. The engine RPM then increased again until the erroneous left EPR values reached EPR limit. The thrust delivered by the engines remained lower than the thrust required in this phase of flight and the plane continued to decelerate. The gap between the right EPR and the left EPR became closer to the typical EPR values while in cruise. The N1 values were slightly lower than the typical cruise values (77% instead of 80 – 85%). The inconsistency between the EPR values and N1 values was therefore hardly noticeable to the crew, more so since their documentation did not have a table of correct actions between EPR and N1 and they had not been trained to observe the correct action between these two parameters. Additionally, the flight crew was busy trying to avoid a nearby storm system and trying to contact Niamey.

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warning with the other warnings that were active. When a stall happens, the crew should disconnect the autopilot and execute the stall recovery procedure. Neither actions were taken by the crew, indicating that they did not know that a stall had happened in-flight. In order to maintain altitude, the autopilot then commanded a continuous nose-up movement of the trimmable horizontal stabilizer and the elevators. This resulted in an increase in the angle of attack of up to 24°, or 13° above the stall angle of attack in the event conditions, as well as the broadcast of several "STABILIZER MOTION" warnings. Both engines suffered a surge probably due to the plane's high angle of attack and their RPMs decreased to values close to idle. This surge may have been noticed by the crew. There was no sign of a reaction by the crew other than the throttle movements, until the disconnection of the autopilot which occurred 25 seconds after the triggering of the stick shaker. The speed was then 162 knots (300 km/h; 186 mph), and the altitude had decreased by about 1,150 feet (350 m). The plane was banking to the left and its pitch was decreasing. The crew applied input mainly to roll to the right to bring the wings level. At the same time they applied mainly nose up inputs, contrary to the inputs required to recover from a stall, and continued to do so until impact with the ground.

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activate the engine anti-icing system. At the time, the temperature in the area indicated a high risk of icing. According to the procedures, the engine anti-ice system should have been activated. Even though ice crystals were likely to form due to the temperature and weather in the area, the airframe and windshield did not seem to be affected by icing. The probable absence of icing on the airframe (in particular on the windshield wipers), the possible lack of clear signs of ice crystals (which may be difficult to visually detect, especially at night, and are usually not detectable on the weather radar), plus the absence of significant turbulence, may have caused the crew to think that activating the engine anti-icing system was not necessary.

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the engine began to lose thrust, the pilots were unaware of it. The situation would have been compounded when the pilot attempted to regain altitude by pulling back on the joystick, indicating pilot error. The flight simulator system used to train the crew was not exactly the same as the actual plane, the MD-83. The pilots did not have any experience at flying in Africa's meteorological conditions. In the latter, it stated that both pilots had only one African flight experience. The crew also had outdated information on the weather conditions on the route they were flying, having received their last update 2½ hours before takeoff, while the plane's crews had trouble communicating with ground staff.

896:(EPR) appeared for both engines two to three minutes after levelling off at an altitude of 31,000 feet (9,400 m). The EPR is the main parameter for engine power management, and is derived from pressure sensors at the engine inlets. The sensors had probably become clogged with ice in this case. Such icing is normally prevented by a hot-air system, which probably was not activated by the aircrew during climb and cruise, according to BEA "analysis of the available data". The faulty EPR values caused the engine controllers to limit the thrust to much less than required to maintain sufficient airspeed for stability at the altitude that the 29: 458: 967:

an input on the thrust lever. This was the correct action when there was a problem with the EPR system, but this action alone was not the reaction expected of a crew in an approach to stall. They should have put the aircraft into a descent. They did notice that there was a problem in AH5017's EPR. The autothrottle then disengaged, at the speed of 203 knots (376 km/h; 234 mph). The "SPEED LOW" warning then appeared on the cockpit screen but the flight crew were slow to react because they were handling contact with Niamey ACC. At this point, the autopilot was still engaged.

311: 381:). About two minutes later, it began to gradually lose speed, and, though the speed did eventually drop to 200 knots (370 km/h; 230 mph), the aircraft maintained FL310. After an unspecified length of time had passed, the aircraft began to descend, and the speed dropped to about 160 knots (300 km/h; 180 mph). Afterwards, the aircraft entered a left-hand turn and began to lose altitude more rapidly, thus spiralling down. The 914:

leading to incorrect indications and over-estimation of the EPR. The crew noticed the drop in speed and the precursor indications of a stall just before disengagement of the autopilot and putting the aeroplane into a descent. They had not activated the engine anti-ice systems. The second one involved was an MD-83 operated by Swiftair that occurred in June 2014. The crew was aware of the drop of their airspeed and successfully recovered.

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lawsuit alleges that Swiftair pilots intentionally chose a flight path that passed through the eye of a tropical storm. It also alleges the pilots failed to perform necessary measures to try to fly the plane to safety, including activating the plane's de-icing mechanisms. Victims' relatives were claiming moral, psychological and traumatic damages, as well as financial loss and the "loss of a loved one".

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autothrottle actuator was replaced. During the recommissioning process, the "EPR LH" failure message was displayed. The left-hand EPR transmitter was therefore also replaced. Additionally, on 27 June 2014, an engine surge resulted in a rejected take off, at about 80 knots (150 km/h; 92 mph). Due to this, No.1 engine was replaced.

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angle of attack to maintain altitude until the aeroplane stalled. The stall was not recovered. The aeroplane retained a pitch-down attitude and left bank angle down to the ground, while the control surfaces remained mainly deflected pitch up and in the direction of a bank to the right. The aeroplane hit the ground at high speed."

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the flight control surface deflections remained those that would normally intend nose-up and right-roll. The BEA noted two previous similar incidents involving MD-82 and MD-83 aircraft, where the aircrews were alert enough to notice the loss of airspeed and intervene before loss of control. The first one was

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personnel moved to secure the crash site on 25 July. French television showed images of the wreckage site taken by a soldier from Burkina Faso. The brief footage showed a desolate area with scattered debris that was unrecognizable. There were bits of twisted metal but no identifiable parts such as

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When the speed reached 200 knots (370 km/h; 230 mph), the stick shaker triggered, followed three seconds later by the stall warning. From this time onwards, Captain Comerón’s side loudspeaker only broadcast the "STALL" warning, while that on First Officer Gost’s side alternated the "STALL"

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Flight 970. The aircraft involved, registered as N823NK, was an MD-82 flying in mid day in June 2002 when it suffered a loss of thrust on both engines, in cruise at an altitude of 33,000 feet (10,000 m). The two pressure sensors, located on the engine nose bullets, were blocked by ice crystals,

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occurred. Twenty seconds after the initial stall, the plane suddenly rolled sharply left to almost full inversion as the autopilot disengaged, and pitched nose down to near vertical. The BEA notes that "the recorded parameters indicate that there were no stall recovery manoeuvres by the crew", while

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cited a judicial probe that the crash of Flight 5017 was caused due to a series of errors, caused by the failure of the de-icing equipment on the plane. Based on the probe, the failure led to sensors on the engines becoming clogged with ice and reporting back false data to the pilots. As such, when

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AH5017's speed then decreased further until 210 knots (390 km/h; 240 mph), nearly to its stall speed. The Mach indicator needle was close to vertical, and such a reading should have been noticed by the flight crew, who then should have put the plane into a descent. However, they only made

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Shortly after, the EPR (Engine Pressure Ratio) values of the right engine became erroneous, probably due to ice crystals obstructing its pressure sensor. The autothrottle then adjusted the thrust to prevent the erroneous values from exceeding the EPR limit in cruise setting. The thrust delivered by

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During October 2014, Air Algerie officially retired flight numbers AH5016 and AH5017 to honor the lives of those lost in the crash. On 24 July 2015, one year after the crash, a vigil and memorial to the victims was held in Ouagadougou. Relatives of the crash laid flowers and candles at a cemetery,

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Burkina Faso also began two days of mourning over the crash which killed 28 Burkina Faso citizens. During the mourning period, flags in Burkina Faso flew at half mast while all public celebrations were cancelled. The Burkinabé Minister for National Security assured the families of victims that the

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On 22 April 2016, the BEA finally concluded the cause of the crash as follows: "The aeroplane speed, piloted by the autothrottle, decreased due to the obstruction of the pressure sensors located on the engine nose cones, probably caused by ice crystals. The autopilot then gradually increased the

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Prosecutors in Paris opened a preliminary "involuntary homicide" investigation. Several inquiries had been launched in France, Burkina Faso, Spain, Montreal and San Francisco. Relatives of Canadian victims filed a lawsuit, at the Montreal Courthouse, to Air Algérie in response to the crash. The

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13 minutes after takeoff, while climbing through flight level 215 (21,500 feet (6,600 m), AH5017 slightly deviated to the left to avoid a storm in the area, which they reported to Ouagadougou ACC. However, even though they knew that a storm had occurred in the area, the flight crews did not

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On 20 September, the BEA released an interim report into the crash. The report contained data extracted from the FDR, as well as an explanation why the CVR is mostly unusable: the CVR did record the cockpit noises and conversations on the magnetic tape, but without erasing the existing content

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On 7 August, the investigation team held a press conference at BEA's headquarters in Paris. They outlined the team structure (three international working groups assigned to the "aircraft", "systems" and "operations" each) and presented an abridged timeline and a reconstruction of the aircraft's

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First Officer Gost had accumulated a total flying experience of 7,016 flying hours including 6,180 flying hours as a co-pilot on MD-80. Since 20 June 2014, date of the start of operations with Air Algerie, First Officer Gost had carried out 43 flights and 93 flying hours. From 1995 to 1998, she

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system. On 21 July 2013, BEA noted that there was intermittent failures on the autothrottle that led to the replacement of the EPR transmitter on No.2 engine. On 19 October 2013, the No.1 engine EPR indicator was faulty (no display of values) and the display was replaced. On 2 March 2014, the

725:. An Air Algérie representative in Burkina Faso, Kara Terki, told a news conference that all passengers were in transit to Europe, the Middle East, or Canada. The number of persons holding multiple citizenship onboard was apparently high. The Lebanese embassy in 888:

of numerous hours of recording on a 32-minute tape. Parts of the radio exchanges with ATC could be made out, but it is not known whether the remainder of the cockpit conversations, for which no external recording exists, will be able to be determined.

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estimated the number of Lebanese citizens on the flight, some of whom had dual nationality, was at least 20. One Chilean had French nationality. There was initial uncertainty about the exact number of French citizens and number of passengers on board.

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Because most of those on board were French citizens, France declared three days of national mourning following the crash. Flags flew at half mast on every public building from 28 July for three days. Algeria also declared a three-day mourning period.

780:; From 1998 to 2012, as a co-pilot on an MD-80 in Spanair, and on 1 June 2013 she joined Swiftair S.A. as a co-pilot on an MD-80. Between 1998 and 2012, as a co-pilot with Spanair, she had flown to various aerodromes in Africa, including the one at 958:

The plane levelled off at 01:37 local time and the flight crew then engaged the autopilot and the autothrottle. Two minutes later the speed of the plane increased. The crew then selected the cruise thrust regime on the TRP (Thrust Rating Panel).

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stopped at 1:47; at the time, the aircraft was at an altitude of 1,600 feet (490 m) and a speed of 380 knots (700 km/h; 440 mph). It crashed into the ground at 270 metres (890 ft) above sea level about a second later.

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the obstruction of the Pt2 pressure sensors, probably by ice crystals, generating erroneous EPR values that caused the autothrottle to limit the thrust produced by the engines to a level below that required to maintain the aeroplane at

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in the area at the time, and the aircraft had deviated to the left of its course to avoid it. Satellite images apparently identifying the light flare from the aircraft impact at the margins of the storm were captured.

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the crew's late reaction to the decrease in speed and to the erroneous EPR values, possibly linked to the work load associated with avoiding the convective zone and communication difficulties with air traffic

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Captain Comerón had accumulated a total flying experience of 12,988 flying hours, including 8,689 as a captain, in which 10,007 flying hours were on the type. From 1989 to 1994, he became a co-pilot on a

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while flying in the region. After handling the ground clearance, AH5017 finally took off from Ouagadougou at 01:15 local time (same time as UTC). There were no incidents in its initial climb.

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Information on the accident that occurred in the region of Gossi (Mali) on 24 July 2014 to the McDonnell Douglas DC-9-83 (MD 83), registered EC-LTV, operated by Swiftair SA as flight AH 5017

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the autopilot logic that enables it to continue to give pitch-up commands beyond the stall angle, thereby aggravating the stall situation and increasing the crew's difficulties in recovery.

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based in Niger spotted the wreckage after getting alerts from Burkina Faso and Malian soldiers. French soldiers were the first to reach the site. Burkina Faso's prime minister,

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The Lebanese Foreign Ministry said its embassy in Abidjan estimated the number of Lebanese citizens on the flight was at least 20. Some of these may have had dual nationality.

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Accident survenu dans la région de Gossi (Mali) le 24 juillet 2014 à l'avion McDonnell Douglas DC-9-83 (MD-83), immatriculé EC-LTV , exploité par Swiftair SA, vol AH 5017

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Flight 970. Some of the recommendations were based on Search and Rescue operations, CVR malfunctions, and an "urgent" recommendation to the FAA about icing on aircraft.

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Initially there were conflicting reports of the location of the crash. The aircraft's flight route took it over Mali, and it was reported to have disappeared between

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The crew members of Flight 5017 were Captain Agustín Comerón Mogio (47), First Officer Isabel Gost Caimari (42), and four flight attendants; all six were Spanish.

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There were 110 passengers on the plane; of those, 52 were French citizens, at least 33 of whom were French military personnel serving in Africa including three

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The stickshaker and the stall warning triggering logic that led these devices to be triggered belatedly in relation to the aeroplane stall in cruise;

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The FCOM procedure relating to the activation of the anti-icing systems that was not adapted to Pt2 pressure sensor obstruction by ice crystals

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flight path. An interim report was scheduled to be published mid-September. Following the conference, Gérard Feldzer, an aviation expert, told

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Presentation of Information on the accident to the McDonnell Douglas MD-83, registered EC-LTV, on 24 July 2014 in theregion of Gao (Mali)

2200: 1223: 507:(DGAC) of France, Patrick Gandil, said the plane had been checked in France "two or three days ago" and that it was "in good condition". 310: 3567: 3338: 3269: 3070: 2076: 1648: 3947: 2127: 1704: 377:

310 (31,000 feet (9,400 m)), 22 minutes after departure and attained its target speed of 280 knots (520 km/h; 320 mph) (

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Safety recommendations issued to the FAA and the EASA on 10 July, 2015 by the President of the Mali Commission of Inquiry and the BEA

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The BEA issued more than 20 recommendations in response to the crash, several of them noted on past aviation accidents, including

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stated that there were no survivors. All of the victims had been identified by 19 November, nearly 4 months after the accident.

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Interim Report Accident on 24 July 2014 in the region of Gossi in Mali to the MD-83 registered EC-LTV operated by Swiftair S.A.

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the fuselage or tail, or victims' bodies. Scrubby vegetation could be seen scattered in the background. A French

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with Centennial. From 1997 to 2012, he became a co-pilot, and subsequently promoted to a captain on an MD-80 in

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The Malian authorities opened an investigation, with the President of the Mali Commission of Inquiry (French:

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Insufficient information for operators on the consequences of a blockage of the Pt2 pressure sensor by icing

745: 478: 470: 421:, in a desert region that is difficult to access. France sent a military unit to secure the wreckage of the 261: 115: 3309: 3049: 2655: 2640: 1763: 1384:. University of Wisconsin-Madison/ Space Science and Engineering Center CIMSS Satellite Blog. 28 July 2014 905: 877: 865: 288: 56: 1188:"Accident to the McDonnell Douglas MD-83, registered EC-LTV, on 24 July 2014 in the region of Gao (Mali)" 935:

The following was the sequence of events based on the FDR analysis: The crew had been prepared to fly to

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French BEA revealed that there were several technical defects on the plane, several of which were on the

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On 2 April 2015, the BEA announced that a consensus had emerged that erratic and erroneous values of the

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Accident to the McDonnell Douglas MD-83, registered EC-LTV, on 24 July 2014 in the region of Gao (Mali)

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the crew's lack of reaction to the appearance of buffet, the stickshaker and the stall warning.

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and it was stated that the remains of unidentified victims of the crash would be buried in

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to Air Algérie in June 2014 to provide additional capacity during the summer 2014 season.

2021:. Bureau of Enquiry and Analysis for Civil Aviation Safety. 22 April 2016. Archived from 1718: 1961:"Missing Air Algerie flight: Live updates as plane vanishes off radar with 116 on board" 1001:

the lack of appropriate inputs on the flight controls to recover from a stall situation.

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government would do all it can to shed light on the circumstances leading to the crash.

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engines and first flew in June 1996 and was 18 years old at the time of the accident.

3856: 3846: 2201:"Victims of the 2014 Air Algerie plane crash in Mali remembered in solemn ceremonies" 284: 2178: 393:, after first requesting to deviate from course because of bad weather. There was a 2051: 1518: 1325: 1264: 885: 698: 694: 449:

having issued conflicting details. A memorial stele was erected at the crash site.

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that the aircraft trajectory recorded by the FDR strongly suggested the plane had

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On 27 July, BEA investigators arrived at the crash site to collect evidence. Both

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on 20 June 2014, Captain Mogio had carried out 45 flights and 100 flying hours.

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At the time of its loss, EC-LTV had flown 32,000 cycles. The director of the

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List of aircraft accidents and incidents resulting in at least 50 fatalities

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and Kidal. There were also reports of wreckage being found near the town of

280: 1194:. Bureau of Enquiry and Analysis for Civil Aviation Safety. 7 August 2014. 764:, Sudan. He had flown an aircraft to various places in Africa including to 2052:"Crash: Swiftair MD83 over Mali on Jul 24th 2014, aircraft lost altitude" 761: 753: 484:

The aircraft was acquired by Swiftair, a charter flight operator, and re-

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On 28 July, it was revealed that the flight crew had asked to return to

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on the engines caused a reduction of thrust that led to a high-altitude

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said wreckage had been found in the country's northern desert, between

367: 249: 245: 68: 1483:"Mali president says wreckage of Air Algerie flight spotted in north" 832: 714: 446: 2128:"France declares three-day national mourning over Air Algerie crash" 1764:"French warplanes search Mali desert for crashed Air Algerie plane" 1733:"Missing Air Algerie plane has crashed: Algerian aviation official" 798: 710: 456: 418: 253: 2273:"Air Algerie crash victims had no time to suffer, experts insist" 1785:"Familia confirma presencia de chilena en avión caído en África" 257: 3505: 2610: 413:

reported detecting wreckage of the aircraft in an area between

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Accidents and incidents involving the McDonnell Douglas MD-83

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List of accidents and incidents involving commercial aircraft

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EC-LTV in 2012 after being used by several airlines such as

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Información Incidente Aéreo / Aviation Incident Information

2385:"Air Algerie crash class-action suit filed in Quebec court" 1681:"Senior Hezbollah man reported killed in Air Algerie crash" 1435:"Air Algerie says missing plane apparently crashed in Mali" 33:

EC-LTV, the aircraft involved, photographed in January 2013

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