Status: | Accident investigation report completed and information captured |
Datum: | zaterdag 14 mei 1977 |
Tijd: | 09:33 UTC |
Type: | Boeing 707-321C |
Vloog voor: | IAS Cargo |
Gehuurd van: | Dan-Air Services |
Registratie: | G-BEBP |
Constructienummer: | 18579/332 |
Bouwjaar: | 1963 |
Aantal vlieguren: | 47621 |
Aantal vluchten: | 16723 |
Motoren: | 4 Pratt & Whitney JT3D-3B |
Bemanning: | slachtoffers: 5 / inzittenden: 5 |
Passagiers: | slachtoffers: 1 / inzittenden: 1 |
Totaal: | slachtoffers: 6 / inzittenden: 6 |
Schade: | Vernield |
Gevolgen: | Written off (damaged beyond repair) |
Plaats: | 3,7 km (2.3 mijl) W of Lusaka Airport (LUN) ( Zambia)
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Fase: | Nadering (APR) |
Soort vlucht: | Vracht |
Vliegveld van vertrek: | Nairobi International Airport (NBO/HKNA), Kenia |
Vliegveld van aankomst: | Lusaka Airport (LUN/FLLS), Zambia |
Beschrijving:The aircraft departed Nairobi (NBO) at 07:17 for the final leg of a London-Heathrow - Athens - Nairobi - Lusaka cargo flight. Boeing 707 G-BEBP proceeded to Lusaka at FL310. At 09:07 the flight was cleared to descend to FL110. This altitude was reached at 09:23, 37nm DME from Lusaka. A clearance was then given to descend further down to FL70 in 1000 feet steps. At 09:28 the co-pilot reported that the airfield was in sight. Lusaka then cleared the aircraft to descend to 6000 feet (2221 feet above runway elevation) and moments later a clearance was given to make a visual approach for runway 10. At 09:32 flaps were selected to 50 degrees. Suddenly, at 09:33, the complete right-hand horizontal stabilizer and elevator assembly were seen to separate in flight. The aircraft pitched rapidly nose down and dived vertically into the ground from a height of about 800 feet. The main wreckage was located 3660 m from the runway threshold.
Probable Cause:
CAUSE: "The accident was caused by a loss of pitch control following the in-flight separation of the right hand horizontal stabilizer and elevator as a result of a combination of metal fatigue and inadequate failsafe design in the rear spar structure. Shortcomings in design assessment, certification and inspection procedures were contributory factors.
Accident investigation:
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Investigating agency: | AIB (U.K.) |
Status: | Investigation completed |
Duration: | 1 year and 9 months | Accident number: | AAR 9/1978 | Download report: | Final report
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Veiligheidsmaatregelen
AAIB issued 4 Safety Recommendations
Issued: 08-FEB-1979 | To: | G-BEBP (1) |
When an aircraft has been certificated against failsafe criteria, those portions of structure considered significant in the failsafe design should be identified in the approved inspection schedule and their relative importance defined. |
Issued: 08-FEB-1979 | To: | G-BEBP (2) |
Defects involving the structure identified in recommendation I should be reported to the manufacturer and airworthiness authority to enable a "fleet picture" to be developed and appropriate action to be taken. |
Issued: 08-FEB-1979 | To: | G-BEBP (3) |
When an aircraft design has evolved significantly, a critical assessment should be made by the Certification Authority in association with the manufacturer as to the validity of extrapolation of the original design data when applied to a developed aircraft variant. |
Issued: 08-FEB-1979 | To: | G-BEBP (4) |
After an aircraft type has been established in service for some years a searching "mid-life" review should be carried out by the manufacturer to the satisfaction of the Certification Authority when all aspects of the aircraft\'s structural performance should be studied in the light of fleet service experience and current design knowledge. |
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Foto's
Flight profile of G-BEBP
accident date:
14-05-1977type: Boeing 707-321C
registration: G-BEBP
Kaart
Deze kaart geeft het vliegveld van vetrek weer en de geplande bestemming van de vlucht. De lijn tussen de vliegvelden geeft
niet de exacte vliegroute weer.
De afstand tussen Nairobi International Airport en Lusaka Airport bedraagt 1806 km (1129 miles).
Accident location: Approximate; accuracy within a few kilometers.
This information is not presented as the Flight Safety Foundation or the Aviation Safety Network’s opinion as to the cause of the accident. It is preliminary and is based on the facts as they are known at this time.