Vliegtuigongeval op 31 AUG 1988 met Hawker Siddeley HS-121 Trident 2E B-2218 - Hong Kong-Kai Tak International Airport (HKG)

Home » Database » 1988

Status:	Accident investigation report completed and information captured
Datum:	woensdag 31 augustus 1988
Tijd:	09:19
Type:	Hawker Siddeley HS-121 Trident 2E
Luchtvaartmaatschappij:	CAAC
Registratie:	B-2218
Constructienummer:	2159
Bouwjaar:	1973
Aantal vlieguren:	14332
Motoren:	3 Rolls-Royce Spey 512-5W
Bemanning:	slachtoffers: 6 / inzittenden: 11
Passagiers:	slachtoffers: 1 / inzittenden: 78
Totaal:	slachtoffers: 7 / inzittenden: 89
Schade:	Afgeschreven
Gevolgen:	Written off (damaged beyond repair)
Plaats:	Hong Kong-Kai Tak International Airport (HKG) ( Hong Kong)
Fase:	Landing (LDG)
Soort vlucht:	Internationale lijnvlucht
Vliegveld van vertrek:	Guangzhou-Baiyun Airport (CAN/ZGGG), China
Vliegveld van aankomst:	Hong Kong-Kai Tak International Airport (HKG/VHHH), Hong Kong
Vluchtnummer:	301

Beschrijving:
A Hawker Siddeley HS-121 Trident 2E passenger jet, registered B-2218, was damaged beyond repair in a landing accident at Kowloon Bay, Hong Kong. There were 78 passengers and seven crew members crew members on board. The airplane operated on CAAC flight 301 from Guangzhou-Baiyun Airport (CAN) to Hong Kong-Kai Tak International Airport (HKG).
As the aircraft neared runway 31 the right outboard trailing edge wing flap struck the innermost approach light and the right main landing gear tyres hit the facing edge of the runway promontory. The right main gear was torn from the wing. The aircraft became airborne again and next contacted the ground 600 metres down the runway. It then veered off the runway to the right, yawed to the right and slid diagonally sideways across the grassed runway strip. The nosewheel and left main gear collapsed, and the aircraft continued until it crossed the parallel taxiway and slid sideways over the edge of the promontory into Kowloon Bay. The aircraft came to rest in the water with the rear extremity of the fuselage supported on a ledge of stone blocks that jutted out from the promontory. Part of the forward fuselage, including the flight compartment, was partially detached from the remainder of the fuselage and hung down at a steep angle into the water from control cables and secondary structure. A fire started in the centre engine intake duct.
Weather at the time of the accident was poor including rain and fog with 450 m visibility.

Probable Cause:

CAUSE: "There was insufficient evidence to determine the cause of the accident.
It appears probable that, having converted to visual references at some point prior to Decision Height, the commander elected to continue the approach despite the fact that heavy rain had caused a sudden marked deterioration in the visual references in the final stages.
There was no conclusive evidence that the aircraft encountered significant windshear on the approach, but given the meteorological conditions that existed at the time it cannot be ruled out, and therefore windshear may have been a contributory factor in destabilising the approach."

Accident investigation:

Investigating agency:	CAD Hong Kong
Status:	Investigation completed
Duration:	1 year and 9 months
Accident number:	AAR 1-90
Download report:	Final report

Bronnen:

» A Benefit Analysis for Cabin Water Spray Systems and Enhanced Fuselage Burnthrough Protection (CAA PAPER 2002/04)
» ICAO Adrep Summary 4/88 (#25)

Veiligheidsmaatregelen

CAD Hong Kong issued 14 Safety Recommendations

Issued: -JUN-1990	To: CAAC	Safety Recommendation AAR 1-90 (1)
Friction fastening passenger seat belts should be replaced by a type with a metal-to-metal latching device. (Closed - Acceptable Action)
Issued: -JUN-1990	To: HK CAD	Safety Recommendation AAR 1-90 (10)
Air traffic management at HKIA should review the practices, procedures and instructions relating to the provision by air traffic services of advice and information to arriving aircraft. (Closed - Acceptable Action)
Issued: -JUN-1990	To: HK CAD	Safety Recommendation AAR 1-90 (11)
The limitations of use of the PAR at HKIA in conditions of heavy precipitation, should be notified in the AIP. (Closed - Acceptable Action)
Issued: -JUN-1990	To: HK CAD	Safety Recommendation AAR 1-90 (12)
All aircraft engaged on international commercial air transport should be fitted with a cockpit voice recorder. (Closed - Acceptable Action)
Issued: -JUN-1990	To: HK CAD	Safety Recommendation AAR 1-90 (13)
All aircraft engaged on international commercial ai transport should be fitted with a flight data recorder capable of recording the parameters required to determine the flight path, attitude, engine power and the configuration of lift and drag devices.
Issued: -JUN-1990	To: HK CAD	Safety Recommendation AAR 1-90 (14)
Operators of flights to and from HKIA should provide lifejackets on the aircraft for the passengers and crew. (Closed - Acceptable Action)
Issued: -JUN-1990	To:	Safety Recommendation AAR 1-90 (2)
Passenger seat belts should be fitted so that the means of closure operates in the natural sense and the release operates from left to right.
Issued: -JUN-1990	To: CAAC	Safety Recommendation AAR 1-90 (3)
Passenger safety briefing leaflets should be provided. (Closed - Acceptable Action)
Issued: -JUN-1990	To: CAAC	Safety Recommendation AAR 1-90 (4)
Cabin attendant take-off and landing positions on Trident aircraft operated by CAAC should be reviewed. (Closed - Acceptable Action)
Issued: -JUN-1990	To: CAAC	Safety Recommendation AAR 1-90 (5)
Flight deck crew should be required to wear shoulder harness for take-off and landing. (Closed - Acceptable Action)
Issued: -JUN-1990	To: CAAC	Safety Recommendation AAR 1-90 (6)
When the number of flight deck crew members carried exceeds the number of flight deck crew seats available the additional flight crew member should use a spare cabin attendant seat or a passenger seat, for take-off and landing and in turbulence. (Closed - Acceptable Action)
Issued: -JUN-1990	To: CAAC	Safety Recommendation AAR 1-90 (7)
The flight deck stool should be securely stowed outside the flight compartment for take-off, landing, in turbulence and when not in use. (Closed - Acceptable Action)
Issued: -JUN-1990	To: HK CAD	Safety Recommendation AAR 1-90 (8)
Radar recording facilities should be available at terminal control areas handling significant volumes of international traffic. (Closed - Acceptable Action)
Issued: -JUN-1990	To: HK CAD	Safety Recommendation AAR 1-90 (9)
A state-of-the-art low level windshear alert and warning system should be installed at HKIA. (Closed - Acceptable Action)

Show all...

Foto's

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 Guangzhou-Baiyun Airport en Hong Kong-Kai Tak International Airport bedraagt 134 km (84 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.

languages:

The Aviation Safety Network is an exclusive service provided by:

Quick Links:

ASN Home	Send Correction / Feedback
FSF Home	Disclaimer
Copyright
Contact Us	Privacy Policy
Press / Media

CONNECT WITH US: FSF on social media

1920 Ballenger Av, 4th Fl.
Alexandria, Virginia 22314
www.FlightSafety.org