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Accident
Last updated: 28 April 2017
Estado:Final
Fecha:domingo 3 junio 2012
Hora:15:45
Tipo:Silhouette image of generic MD83 model; specific model in this crash may look slightly different
McDonnell Douglas DC-9-83 (MD-83)
Operador:Dana Air
Registración: 5N-RAM
Numéro de série: 53019/1783
Año de Construcción: 1990
Horas Totales de la Célula:60846
Ciclos:35219
Motores: 2 Pratt & Whitney JT8D-219
Tripulación:Fatalidades: 6 / Ocupantes: 6
Pasajeros:Fatalidades: 147 / Ocupantes: 147
Total:Fatalidades: 153 / Ocupantes: 153
Víctimas en Tierra:Fatalidades: 6
Daños en la Aeronave: Destruido
Consecuencias: Written off (damaged beyond repair)
Ubicación:9,3 km (5.8 milles) N of Lagos-Murtala Muhammed International Airport (LOS) (   Nigeria)
Fase: Aproximación (APR)
Naturaleza:Vuelo Doméstico Programado
Aeropuerto de Salida:Abuja International Airport (ABV/DNAA), Nigeria
Aeropuerto de Llegada:Lagos-Murtala Muhammed International Airport (LOS/DNMM), Nigeria
Número de Vuelo:9J992
Descripción:
A McDonnell Douglas MD-83 passenger plane, 5N-RAM, operated by Dana Air was destroyed when it crashed into a residential area of Lagos, Nigeria. All 147 passengers and six crew members were killed. There were 6 ground fatalities.
The airplane was on the fourth flight segment of the day, consisting of two round-trips between Lagos and Abuja. The accident occurred during the return leg of the second trip. The first officer was Pilot Flying.
Flight DAN992 initiated engine startup at 14:36, taxied to runway 04 at Abuja Airport and was later airborne at 14:58. Fuel endurance was 3.5 hours. The flight climbed to a cruise altitude of 26,000 ft.
DAN992 made contact with Lagos Area Control Center at 15:18. At the time the captain and first officer were in a discussion of a nonnormal condition regarding the correlation between the engine throttle setting and an engine power indication. However, they did not voice concerns then that the condition would affect the continuation of the flight. The flight crew continued to monitor the condition and became increasingly concerned as the flight transition through the initial descent from cruise altitude at 15:22 and the subsequent approach phase.
DAN992 reported passing through 18,100 at 15:30. Shortly afterwards the crew confirmed that there was no throttle response on the left engine and subsequently the Captain took over control as Pilot Flying (PF). The flight was however continued towards Lagos with no declaration of any distress message. With the confirmation of throttle response on the right engine, the engine anti-ice, ignition and bleed-air were all switched off. At 15:32, the crew observed the loss of thrust in engine no. 1.
Between 15:37 and 15:41 the flight crew were engaged in pre-landing tasks including deployment of the slats, and extension of the flaps and landing gear. At 15:41:16 the first officer inquired, "both engines coming up?" and the captain replied "negative." The flight crew subsequently discussed and agreed to declare an emergency. At 15:42:10, DANA 992 radioed an emergency distress call indicating "dual engine failure...negative response from throttle."
At 15:42:35, the flight crew lowered the flaps further and continued with the approach and discussed landing alternatively on runway 18L. At 15:42:45, the captain reported the runway in sight and instructed the first officer to raise the flaps and 4 seconds later to raise the landing gear.
At 15:43:27 hours, the captain informed the first officer "we just lost everything, we lost an engine. I lost both engines". During the next 25 seconds the flight crew was attempting to restart the engines.
The airplane did not reach the runway and crashed in a residential area about 9,3 km short of the runway 18R.
During the impact sequence, the airplane struck an incomplete building, two trees and three buildings. The wreckage was confined, with the separated tail section and engines located at the beginning of the debris field. A fire erupted.

An investigation by AIB Nigeria showed that the captain was employed by Dana Air on 14th March, 2012. He was originally from the United States, but was suspended in 2009 by the United States Federal Aviation Administration (FAA) for some misdemeanours.
It was noted that most of the recommendation letters submitted by the captain were also signed. Further, the line trainings that preceded the captain's checkout had a lot of adverse remarks made by the training captain.
He started flying as checked out captain on 2nd May, 2012 and had accrued over 120 hours of flight time before the accident.
Tear down of the engines showed that the no.1 engine was overauled in the U.S in August 2011 and was not in compliance with Service Bulletin SB 6452. Both engines had primary and secondary fuel manifold assemblies fractured, cracked, bent, twisted or pinched which led to fuel leaks, fuel discharge to bypass duct, loss of engine thrust and obvious failure of engine responding to
throttle movement.
This condition was similar to the no.1 engine of a different Dana Air MD-80, 5N-SAI, that was involved in an incident in October 2013 whe the aircraft returned to the departure airport with the engine not responding th throttle movements. This engine also was not in compliance with Service Bulletin SB 6452. This bulletin was issued in 2003 and called for the installation of new secondary fuel manifold assemblies, incorporating tubes fabricated from new material which has a fatigue life that was approximately 2 times greater than the previous tube material.

Probable Cause:

Probable Causal Factors:
1. Engine number 1 lost power seventeen minutes into the flight, and thereafter on final approach, Engine number 2 lost power and failed to respond to throttle movement on demand for increased power to sustain the aircraft in its flight configuration.
2. The inappropriate omission of the use of the Checklist, and the crew’s inability to appreciate the severity of the power-related problem, and their subsequent failure to land at the nearest suitable airfield.
3. Lack of situation awareness, inappropriate decision making, and poor airmanship.

Accident investigation:
cover
investigating agency: Accident Investigation Bureau (AIB) - Nigeria
status: Final
number: DANA/2012/06/03/F
released:13 March 2017
duration of investigation: 4 years and 9 months
download report: DANA/2012/06/03/F

Fuentes:
» BBC
» AFP
» NCAA
» Dana Air press statement

METAR Weather report:
15:00 UTC / 16:00 local time:
DNMM 031500Z 19007KT 140V230 9999 SCT014 30/23 Q1013 NOSIG
Wind 190 degrees at 7 knots; winds varying between 140 and 230 degrees; Visibility 10+ km; Scatter clouds at 1400 feet; Temperature 30°C, Dew point 23°C; pressure 1013 mb.


Subsiguiente / acciones de seguridad
CAA Nigeria suspended the AOC pending recertification on June 5, 2012.

AIB Nigeria issued 8 Safety Recommendations

Show all AD's and Safety Recommendations

Fotos

photo of McDonnell Douglas MD-83 N944AS
N944AS before being sold to Nigeria as 5N-RAM
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Aircraft history
date registration operator remarks
13 NOV 1990 N944AS Alaska Airlines delivered
04 NOV 2002 N944AS Alaska Airlines emergency diversion due to smoke and electrical smell in cabin; light ballast had overheated (FAA)
20 AUG 2006 N944AS Alaska Airlines evacuated after landing at Long Beach, CA when a chaffed wire bundle arced and produced smoke in the cabin area (NTSB)
21 AUG 2008 N944AS Alaska Airlines stored at Victorville
11 SEP 2008 N944AS Alaska Airlines maintenance at Miami
17 FEB 2009 5N-RAM Dana Air delivered
19 APR 2010 5N-RAM Dana Air emergency landing following loss of engine power after bird strike on takeoff Lagos (ASN)

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 Abuja International Airport to Lagos-Murtala Muhammed International Airport as the crow flies is 509 km (318 miles).

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