Crash-aerien 11 NOV 2012 d'un Cessna 525B CitationJet CJ3 PR-MRG - São Paulo-Congonhas Airport, SP (CGH)
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Statuts:Accident investigation report completed and information captured
Date:dimanche 11 novembre 2012
Heure:17:21
Type/Sous-type:Silhouette image of generic C52B model; specific model in this crash may look slightly different
Cessna 525B CitationJet CJ3
Compagnie:Tropic Air Táxi Aéreo
Immatriculation: PR-MRG
Numéro de série: 525B-0187
Année de Fabrication: 2008
Heures de vol:1280
Equipage:victimes: 0 / à bord: 2
Passagers:victimes: 0 / à bord: 1
Total:victimes: 0 / à bord: 3
Dégats de l'appareil: Perte Totale
Conséquences: Written off (damaged beyond repair)
Lieu de l'accident:São Paulo-Congonhas Airport, SP (CGH) (   Brésil)
Phase de vol: A l'atterrissage (LDG)
Nature:Charter National
Aéroport de départ:Florianópolis-Hercilio Luz International Airport, SC (FLN/SBFL), Brésil
Aéroport de destination:São Paulo-Congonhas Airport, SP (CGH/SBSP), Brésil
Détails:
A Cessna 525B CitationJet CJ3 corporate jet sustained substantial damage in a runway excursion accident at São Paulo-Congonhas Airport, SP (CGH), Brazil. The captain suffered serious injuries while the co-pilot and passenger suffered minor injuries.
The airplane landed at high speed on the second third of runway 35R. Runway length remaining was approximately between 700 and 750 meters, while the aircraft would have needed 826 meters to stop. The aircraft overran the runway, bounced down a slope and crashed at the perimeter fence near Avenida dos Bandeirantes.

Probable Cause:

Individual information
a) Attitude - contributed
The commander was overconfident in himself and the aircraft which led him to lose the critical capacity to discern the risks involved in the procedure that was adopting.
Corroborating was the fact that the pilot judged he had much knowledge in this operation and knew exactly how the aircraft responded.
It can be inferred there was complacency by the copilot on the actions of the commander, during the approach at high speed, because even feeling uncomfortable, he did not make an incisive interference because he believed in the idea that the commander had done this kind of approach, with high speed, and so knowing what he was doing.

b) Perception - contributed
The pilot failed to identify the location of touch down during landing and not knowing how much runway was remaining, he decided he should not rush, thus demonstrating low situational awareness and lack of awareness, impacting the proper reaction time for the situation (Rush), which was not performed , leading the occurrence in question.

c) Decision-making - contributed
The crew failed to properly assess the information available like speed and the runway length for the realization of a safe landing, which led to a poor judgment of the situation at hand, making the decision not to adopt the missed approach procedure.

3.2.1.2.2 Information Psychosocial
a) Communication - contributed
The distance between the crew, caused unconsciously by the commander's position with excess knowledge in the operation and the aircraft, and the insecurity of the copilot in considering new and inexperienced, resulted in a lack of assertiveness of the copilot to inform, with little emphasis, the commander of his perception of excessive airspeed.

b) Team Dynamics - contributed
The crew did not adopt good crew resource management, failing to communicate with assertiveness and share critical information in time prior to landing, allowing the speeding remained present until the touchdown.

Concerning the operation of the aircraft
a) Application of commands - contributed
Despite having adequate experience and training, the commander did not use the resources available, such as speed brakes to reduce the aircraft approach speed.

b) Adverse weather conditions - unspecified
The variable wind direction and predominantly tail intensity equal to or greater than 10 knots, allowed excessive speed during landing.

c) Cockpit coordination - contributed
The crew did not adopt good crew resource management, allowing the high speed to remain present until the touchdown.

d) Pilot judgement - contributed
The commander thought he would be able to perform the approach and landing with the speed above the expected.

Accident investigation:

cover
Investigating agency: CENIPA Brazil
Status: Investigation completed
Duration: 1 year and 7 months
Accident number: A-014/CENIPA/2014
Download report: Final report

Sources:
» G1 Globo
» UOL

METAR Weather report:
19:00 UTC / 17:00 local time:
SBSP 111900Z 30009KT 9999 SCT045 31/14 Q1012
Winds: 300 degrees at 9 knots; Visibility: 10+ km; scattered clouds at 4500 feet AGL; Temperature 31°C, Dewpoint 14°C; Pressure 1012 mb

20:00 UTC / 18:00 local time:
SBSP 112000Z 16013KT 9999 SCT045 28/18 Q1012
Winds: 160 degrees at 13 knots; Visibility: 10+ km; scattered clouds at 4500 feet AGL; Temperature 28°C, Dewpoint 18°C; Pressure 1012 mb


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Plan
Ce plan montre l'aéroport de départ ainsi que la supposée destination du vol. La ligne fixe reliant les deux aéroports n'est pas le plan de vol exact.
La distance entre Florianópolis-Hercilio Luz International Airport, SC et São Paulo-Congonhas Airport, SP est de 486 km (304 miles).
Accident location: Exact; deduced from official accident report.

Les informations ci-dessus ne représentent pas l'opinion de la 'Flight Safety Foundation' ou de 'Aviation Safety Network' sur les causes de l'accident. Ces informations prélimimaires sont basées sur les faits tel qu'ils sont connus à ce jour.
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