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Accident description
Last updated: 5 August 2016
Status:INT
Date:Friday 8 January 2016
Time:ca 00:20
Type:Silhouette image of generic CRJ2 model; specific model in this crash may look slightly different
Canadair CL-600-2B19 Regional Jet CRJ-200PF
Operator:West Air Sweden
Registration: SE-DUX
C/n / msn: 7010
First flight: 1993
Total airframe hrs:38601
Cycles:31036
Engines: 2 General Electric CF34-3B1
Crew:Fatalities: 2 / Occupants: 2
Passengers:Fatalities: 0 / Occupants: 0
Total:Fatalities: 2 / Occupants: 2
Airplane damage: Destroyed
Airplane fate: Written off (damaged beyond repair)
Location:near Akkajaure (   Sweden)
Crash site elevation: 722 m (2369 feet) amsl
Phase: En route (ENR)
Nature:Cargo
Departure airport:Oslo-Gardermoen Airport (OSL/ENGM), Norway
Destination airport:Troms°/Langnes Airport (TOS/ENTC), Norway
Flightnumber:PT294
Narrative:
A Canadair CRJ-200 cargo plane was destroyed when it impacted remote terrain near Akkajaure, Sweden. Both pilots were killed
The aircraft departed Oslo-Gardermoen Airport at 23:10 hours local time on a mail and package flight to Troms°.
The take-off, departure and climb to cruising altitude, flight level 330, were performed according to normal procedures. The flight was uneventful until one minute and 20 seconds before the impact.
After one hour and ten minutes of flight, during the pilots approach briefing, the pilot in command, who was seated in the left seat, exclaimed a strong expression. Immediately thereafter the aural warning for autopilot disconnect activated. The warning sounded continuously during the following 18 seconds.
After the autopilot disengagement FDR data indicates that both left and right elevators moved towards aircraft nose down position. Left and right side angle of attack went towards negative values. The aircraft entered a descent with vertical acceleration values that reached a negative load corresponding to -1G.
After a few seconds of negative G-load the aircraft's warning system was activated by a so-called Triple Chime followed by an aural warning (synthetic voice) for low engine oil pressure on both engines.
FDR data shows that the trim to the movable horizontal stabilizer was activated manually and the trim position went from -0.9 degrees nose up to 1.7 degrees nose down. An aural signal of the stabilizer trim movement (Stab trim clacker), signifying a manual input longer than three seconds, was activated in connection with this. Immediately thereafter a warning for high bank angle was activated.
After 17 seconds from the start of the event, the maximum speed (VMO), 315 knots was exceeded. The over speed warning was activated and the vertical acceleration turned to positive values.
Another 16 seconds later, the first officer transmitted a "MAYDAY" message that was confirmed by the air traffic control. The indicated airspeed then exceeded 400 knots and the stabilizer trim was reactivated and dropped to 0.3 degrees nose down. The Pilot in Command called "Mach trim" after which engine power was reduced to idle.
During the further event the last valid FDR value shows that the speed continued to increase up to 508 knots while the vertical acceleration values were positive, with maximum values of approximately +3G.
FDR data shows that the aircraft's ailerons and spoilerons mainly were deflected to the left during the event. Radar data and the accident site position indicate that the track was changed about 75 degrees to the right during the event.

During the investigation it was concluded that four of the Flight Data Recorder's parameters could not be compatible with the aircraft's actual movement. The concerned parameters were pitch angle, roll angle, magnetic heading and ground speed. Those parameters emanate from the airplane's Inertial Reference Unit (IRU). During the even the FDR recorded a continued increase in pitch from 0 to about 85░ nose up in about twenty seconds time. In reality the aircraft attained a nose down attitude from 0 to about -40░ in those twenty seconds.


Sources:
» Flightradar24
» VG.no
» West Air statement, 8 January 2016
» SHK statement

Official accident investigation report
cover
investigating agency: Statens haverikommission (SHK) - Sweden
report status: Interim
report number: SRL 2016:01e
report released:9 March 2016
duration of investigation: 61 days (2 months)
download report: SRL 2016:01e

Photos

photo of Canadair CL-600-2B19 Regional Jet CRJ-200PF SE-DUX
FDR Pitch Angle (blue) and preliminary calculated Pitch Angle (green).
photo of Canadair CL-600-2B19 Regional Jet CRJ-200PF SE-DUX
Flight Data Recorder (FDR), L-3 Communications
photo of Canadair CL-600-2B19 Regional Jet CRJ-200PF SE-DUX
Chassis of the Cockpit Voice Recorder (CVR), L-3 Communications FA2100
photo of Canadair CL-600-2B19 Regional Jet CRJ-200PF SE-DUX
Add your photo of this accident or aircraft
 

Aircraft history
date registration operator remarks
Jan 1993 C-GRJW Canadair first flight as CRJ-100ER
2 Feb. 1993 D-ACLE Lufthansa CityLine delivered
D-ACLE Lufthansa CityLine modifed to CRJ-100LR
27 September 2006 C-FJGI Bombardier registered
2007 C-FJGI Bombardier converted to CRJ-200PF cargo version
14 May 2007 SE-DUX West Air Sweden registered

Map
This map shows the airport of departure and the intended destination of the flight. The line between the airports does not display the exact flight path.
Distance from Oslo-Gardermoen Airport to Troms°/Langnes Airport as the crow flies is 1107 km (692 miles).

This information is not presented as the Flight Safety Foundation or the Aviation Safety Networkĺs opinion as to the cause of the accident. It is preliminary and is based on the facts as they are known at this time.
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