The Aviation Herald Last Update: Tuesday, Sep 10th 2019 19:44Z

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Events from Jun 19th 1999 to Sep 9th 2019 www.avherald.com Incidents and News in Aviation List by: Filter: Accident: Rovos Rail CVLP at Pretoria on Jul 10th 2018, engine problem

By Simon Hradecky, created Wednesday, Aug 28th 2019 14:31Z, last updated Wednesday, Aug 28th 2019 14:33Z South Africa's Civil Aviation Authority (SACAA) released their final report concluding the probable causes of the accident were:



Probable Cause/s



During take-off, the left engine caught fire and the crew continued with the flight without securing the left engine as prescribed in the aircraft flight manual (AFM). The crew declared an emergency and attempted to return to the aerodrome, however, they lost control of the aircraft and collided with power lines prior to crashing into a factory building.



Contributory Factors:



- Pre-existing damage to the cylinder No 13 piston and ring pack deformation and, most probably, the cylinder No 7’s fractured exhaust valve head that were not detected during maintenance of the aircraft.



- Substandard maintenance for failing to conduct compression tests on all cylinders during the scheduled maintenance prior to the accident.



- Misdiagnosis of the left engine manifold pressure defect as it was reported twice prior to the accident.



- The crew not aborting take-off at 50kts prior to reaching V1; manifold pressure fluctuation was observed by the crew at 50kts and that should have resulted in an aborted take-off.



- Lack of crew resource management; this was evident as the crew ignored using the emergency checklist to respond to the in-flight left engine fire.



- Lack of recency training for both the PF and PM, as well as the LAME.



- Non-compliance to Civil Aviation Regulations by both the crew and the maintenance organisation.



The SACAA analysed that neither pilot was licensed to operate a South Africa registered Convair 340/440. The pilot flying was validated only to fly single engine aircraft, however, no multiengine aircraft, the pilot monitoring was licensed to fly multi engine aircraft, however, was not type rated on the Convair until later (however, this was not added to his license).



The Licensed Aircraft Maintenance Engineer (LAME) was properly certified to conduct maintenance on Convair 340/440 aircraft. The SACAA stated however:



There were no records to indicate when last the LAME had undergone a recurrent training/competency check as required by Part 145.01.11 of the Civil Aviation Regulations. The Aircraft Maintenance Organisation (AMO) could not provide the investigators with the training records of the LAME who was responsible for the maintenance of the Convair 340/440 aircraft. The LAME had misdiagnosed the manifold pressure defect by always removing the manifold pressure gauge whenever there was a left engine manifold pressure defect which was reported twice prior to the accident flight.



The SACAA analysed with respect to the aircraft:



Prior to this accident, the aircraft was last flown on 22 February 2018 and had 18115.1 flying hours. It was then parked for five months before it was flown again on 10 July 2018. The aircraft was being sold and the contract indicated that the aircraft would remain on the RSA register under the registered owner’s name until it was delivered to the new owners in the Netherlands. The new owners were to take delivery of the aircraft in the Netherlands.



The maintenance records revealed that on 26 February 2018, the AMO had recorded the defect of a manifold pressure gauge indication on the No 1 engine which was sticky. As a method of rectification, the manifold dual pressure gauge was removed, cleaned, sign off and refitted to the aircraft. On 5 May 2018, the same defect was recorded by the AMO and, again, the manifold dual pressure gauge was signed off as repaired and refitted. The manifold dual pressure gauge was removed twice (in March and July 2018) over a period of four months due to the left engine manifold pressure defect. During the engine inspection and examination, it was evident that the pre-existing damage on cylinder No 7 and cylinder No 13 were the cause of the left engine manifold pressure defect. The LAME misdiagnosed the manifold pressure indication defect by always removing the manifold dual pressure gauge whenever there was a left engine manifold pressure indication defect which was reported twice prior to the accident flight.



The engine No 1 manifold pressure drop, as reported by the crew during the take-off roll, was the result of a fractured No 7 cylinder exhaust valve head which subsequently caused backfiring. This explains the flames by the engine cowl flaps above the cowling.



During take-off, fire was seen on the top front side of the left engine cowling and exhaust area (Figures 2/3). The ATC stated that the aircraft continued in a northwesterly direction from the aerodrome over Bon Accord Dam at approximately 2 to 2.5 track miles and at a height of about 800 feet AGL, indicating a rate of climb of 600 to 700 feet per minute (fpm). The ATC confirmed to the investigators that the left engine had caught fire and that the crew had broadcasted a ‘MAYDAY’ call; however, when the crew broadcasted ‘MAYDAY’ they did not indicate the nature of the emergency that they were facing. This statement was confirmed by the recordings of the cockpit GoPro camera that was installed in the cockpit at the time of the accident. Although the left engine caught fire during the take-off roll, the crew continued with the flight and did not abort the take-off. Evidence obtained from the Gopro video camera installed in the cockpit showed the LAME giving the PM the quick reference handbook (QRH). However, the PM elected to ignore and not use the QRH for procedures to be followed during an emergency in-flight engine fire as was the case during this accident flight. This, therefore, explains why the left engine continued to be on fire until the aircraft impacted the ground.



Pilots flying multi-engine aircraft are trained to shut down the engine whenever an engine catches fire or whenever the crew suspects fire in the engine. The engine fire in-flight checklist required that the crew shut down the left engine that was on fire and that the left propeller be feathered. The PF and PM never followed the engine fire in-flight checklist and, as a result, the left engine that caught fire was never shut down or the propeller feathered. Post-accident examinations revealed that the left propeller had not been feathered prior to impact with both engines’ settings consistent with engines at take-off or climb.



The aircraft continued with its take-off and climbed to 800 feet AGL (with the left engine still on fire and not secured) before turning right after being cleared by ATC to return to the aerodrome due to the emergency. At this stage, the crew were just observing the LAME who was continuously operating the engine controls and overhead panel switches. This is evident on the Gopro video camera that was installed in the cockpit. Crew resource management was not observed as none of the crew attempted to use the emergency procedures checklist to respond to the inflight left engine fire.



The aircraft made another right turn (base leg) while losing height. It continued in that trajectory and the PF lost aileron control. This occurred due to the weakening of the left-wing rear spar because of fire damage that caused the attachment rivets of the aileron cables to melt, resulting in the cables being slack and, thus, loss of aileron control. The loss of aileron control led to the crew losing control of the aircraft and the aircraft colliding with power lines before impacting the factory building.



This resulted in the left aileron deflecting slightly up and a left roll. This left roll was exacerbated by the left engine operating at partial power loss due to cylinder No 7 and No 13 malfunctioning while the right engine was at full power. This caused a left yaw as a result of the asymmetric engines and required the PF to always make the right rudder input to correct the left yaw. See Appendix C. This resulted in the crew losing control of the aircraft.



The aircraft continued in that attitude while still losing height and impacted the electrical power lines (which were 30 metres high) before impacting trees in the factory yard, the vehicles parked outside the factory building and the factory building with its left wing. The aircraft damaged the factory building as it impacted the centre of the building. The in-board left wing had also separated and was found behind the factory building with its engine a few metres behind the left in-board wing. The right engine had also separated and was found a few metres to the left of the left wing’s position. The aircraft continued for a few metres before impacting the raised ground and stopped at the point of impact. The aircraft broke in two places/points and there was evidence of fire damage on the right side. The right fuel tank still contained fuel which was drained a day after the accident.



The LAME was fatally injured, while the crew, two passengers and four other persons on the ground sustained serious injuries. The rest of the passengers and four other persons on the ground had minor lacerations.



The last maintenance on the engine completed on 6 July 2018, indicated that the AMO had conducted compression tests on all cylinders for both engine 1 and 2 in accordance with the prescribed maintenance schedule (AMS) J15/09/427. The damage found on piston crown cylinder No 13 and Cylinder No 7 during the engine teardown inspection showed that the damage had existed prior to the accident. This explains the manifold pressure defect that was recorded in March 2018 and on 6 July 2018 prior to the accident. This was a clear indication that not all the cylinders had been subjected to the compression tests as was required during the A, B and C maintenance checks completed four days prior to the accident.



The failure of the No. 7 cylinder exhaust valve led to the cylinder cooling fins overheating, thus, causing the failure of the cylinder housing.



The failure of the exhaust valve and its housing led to the continuous fire coming from the cylinder through the chamber in the No 7 cylinder, given that the engine operates at a fairly high RPM. That resulted in the front main spar weakening/flaking and the damage to the aileron pulley attachments failing because of the mounting rivets melting. The melting of the rivets resulted in the pulley attachments falling into the wing and slacking the aileron control cables, which caused the aircraft to roll to the left.



The fire started in the left engine and evidence showed that the No 7 cylinder was the one with the most damage and was the source of the left engine fire. The fire continued burning through a hole on the No 7 cylinder, causing damage to the front wing spar and the left aileron pulley attachment point, melting the attachment rivets.



As a result, the left aileron control cables slacked and the aileron deflected slightly up. With the left engine operating at partial power due to damage and failure of cylinder number 7, the aircraft started rolling to the left. The opening of the left engine cowl flaps in-flight increased the intensity of the engine fire and the left roll.



Piston No 13 was found with carbon build-up, damaged piston crown and oil rings, indicating that cylinder No 13 was not operating effectively. The damage on the piston crown and oil rings would result in the loss of pressure in this cylinder and the left engine not operating at optimum power.



The left engine continued to operate at partial power with the propeller not feathered while the right engine was on full power. Moreover, a non-feathered propeller could induce a high parasite drag on an aircraft performance. The fact that the left engine propeller was never feathered is revealed in the GoPro video camera wherein the crew never discussed securing the left-hand engine.



The right-engine settings were generally consistent with the engine being at full power, which was operating normal, and the right propeller’s pitch was consistent with a high rotation power setting.



Approximately five litres of fuel was drained from the right-wing tanks at the accident site and the fuel was sent for examination. The fuel was consistent with AVGAS 100LL, which was free from contamination. The fuel test report indicated the following: fuel density — 0.717; temperature — 16.5°C; density correction — -0.0029 and 0.7141; batch density — 0.7142 and difference (1) — (2) ± good. The test results revealed that the fuel was good and clean. Two aircraft were refuelled on the same day from the same tank that was used to refuel ZS-BRV and no anomalies were reported. Oil and water methanol samples were examined and found to be within specifications and without contamination.



The hole in cylinder 7 which permitted the fire to escape (Photos: SACAA):







By Simon Hradecky, created Tuesday, Jul 10th 2018 17:00Z, last updated Saturday, Aug 11th 2018 19:04Z



Emergency services reported 4 occupants were trapped inside the aircraft and needed to be freed, all 4 including the pilots received critical injuries. They were flown to a hospital in Johannesburg.



The aircraft was being prepared to depart for Europe to join a display in Lelystad (Netherlands) on Jul 23rd 2018.



The Aviodrome Lelystad reported three of their museum staff were on board of the aircraft, they are all okay with minor injuries only. The aircraft had been donated to the Aviodrome by Rovos Rail and had been restored into flying condition in the colours of Martin's Air Charter, which later became Martinair. The cost for the restoration into airworthy condition and for the repaint of 350,000 Euros had been spent by the Aviodrome. The aircraft was anticipated to join the display at the Aviodrome on Jul 23rd 2018 and was intended to be kept in airworthy condition by the museum staff. Rovos Rail had used the aircraft for luxus air safaris in combination with train journeys until 2009. The aircraft was subsequently offered for sale. In March 2018 the owners decided to donate the aircraft to the Aviodrome as the owners wanted to ensure a good future for the aircraft. The aircraft was to begin the journey to Europe on Jul 12th 2018, but suffered an accident during a test flight on Jul 10th 2018.



Close friends of the flight engineer confirmed the flight engineer passed away as result of the accident. The flight engineer had been working for both Rovos Rail and South African Airways. The aircraft, although certified for a two man operation, was crewed with two pilots and two flight engineers in preparation for the trip to Europe.



Listeners on frequency reported the crew joined a right hand downwind for runway 29. While on the downwind ATC offered runway 24 for landing, the crew however opted for the longer runway 29.



On Jul 11th 2018 South Africa's Civil Aviation Authority (SACAA) reported, that the aircraft belonged to Rovos Rail Tours, the aircraft was departing Wonderboom with the intended destination Pilanesberg. The aircraft carried 3 crew and 16 passengers, 14 South Africans, 3 Dutch and 2 Australians. There were a number of serious injuries on scene, one fatal injury was confirmed on the accident scene. In addition three people on the ground were injured, one of them passed away in the morning of Jul 11th 2018. The aircraft held a certificate of Airworthiness due to expire on August 15th 2018. A team of investigators has been assigned to investigate the accident, a preliminary report is due within 30 days, the investigation however can taken 12 months of more.



Although being a test flight members of the restoration team had been invited to join the flight as appreciation for their work.



Qantas (Australia) told Australian media that their pilot community is in shock over the accident. Two of their most experienced pilots, one of them retired the other current, with over 37,000 hours of flying experience combined (including A380 captaincy) were operating the aircraft.



Based on a video from another aircraft showing the accident aircraft during the last 90 seconds of flight it appears the aircraft lost substantial height while turning base towards the south and was already just above tree/house roof level while heading south over the road towards the south making it impossible to turn further onto final.



On Aug 11th 2018 South Africa's CAA released their



Pilanesberg Aerodrome was closed for fixed wing aircraft due to runway maintenance. A related NOTAM was unknown to crew and staff at Wonderboom airport, who accepted the flight plan and issued takeoff clearance.



At about 50 KIAS in the takeoff run the captain commented the manifold pressure was low. After rotation and becoming airborne, one of the passengers - the assistant to the LAME - went to the cockpit and told the crew the left hand engine was on fire. The aircraft continued to climb at about 600-700 fpm until reaching about 800 feet AGL, then began to lose height. The aircraft continued with the left engine fire, the engine fire checklist was never executed and the crew never attempted to extinguish the fire, the engine fire extinguishing system was never activated. The left engine RPM was fluctuating, the engine fire master caution activated and an audible alarm sounded. The control wheel was deflected to the right, the captain commented the ailerons had been lost and requested the first officer to apply rudder. The GOPRO also revealed that the crew was not sure whether they had retracted their landing gear. In addition, crew and LAME were asking each other which engine was on fire although they had been told by the LAME's assistant. At no time the pilots or LAME discussed or attempted the fire drill for the left hand engine, which would have included feathering the propeller, pull the T-Handle to off to shut off all fluids, close the heat source valves, close the cowl doors, place the fuel shut off valve to CLOSED, turn off the fuel boost pump, operate the appropriate fire switch and if needed operate the alternative fire switch. The aircraft lost height, contacted a number of wires parallel to Sakabuka Street just north of the industrial complex, the aircraft impacted, two vehicles and the industrial complex.



Ground witnesses observed and collected melted metal debris, that fell off the aircraft while it remained airborne.



The SACAA reported the inflight left engine fire consumed parts of the left wing structure, the aircraft was destroyed by impact forces, the post impact fire damaged the right main gear and engine. In addition the power lines, the two vehicles and the industrial complex sustained damage.



The SACAA wrote: "Initial on-site investigation identified that the fire was most intense in the left engine. Soot, glazing and heat signatures were evident on a number of electrical, air, oil and hydraulic supply lines. An external fire had developed in the lower left region of the left engine nacelle. Airframe fire damage was found on the aircraft’s left wing rear spar and the exhaust area. The right engine fire was post-impact and was observed after the crash."



Last moments of flight and impact aftermath from cabin (Video: unknown):

https://www.youtube.com/watch?v=yVewcZzOyTk



The last moments of flight filmed from another aircraft (Video: Werner Schulz):

https://www.youtube.com/watch?v=uU9grBWybQ0



Another ground observer video of departure (Video: Andries Badenhorst):

https://www.youtube.com/watch?v=Zj2J-f7BsGc



Ground observer video of departure:

https://www.youtube.com/watch?v=HnAL_fcaXco



The aircraft climbing out (Photo: Hanke Fourie):





Aerial view of the crash site (Photo: Hanno Greyling):





ZS-BRV on the ground (Photos: ArriveAlive):









Accident Site and points of impact (Graphics: SACAA):





Final flight trajectory based on video from other aircraft (Graphics: AVH/Google Earth):





Detail Map (Graphics: AVH/Google Earth):





Map (Graphics: AVH/Google Earth):









A Rovos Rail Tours Convair CV-340 in MAC Martin's Air Charter colours, registration ZS-BRV performing a test flight from Pretoria Wonderboom to Pilanesberg (South Africa) with 4 crew and 15 passengers, was climbing out of Wonderboom's runway 29 when ground observers observed smoke from the left hand engine, the aircraft appeared to not climb anymore, estimated height was about 300 feet. The aircraft appeared to maneouver to join a right downwind and turn for final when it lost height, impacted and broke through an industrial building and came to rest about 5.7km/3.1nm east of the airport at position S25.6711 E28.2838. About 20 people on the aircraft and on the ground received injuries, the flight engineer received critical injuries and subsequently died, three other people - reportedly including the pilots - received serious injuries. The aircraft received substantial damage beyond repair, the industrial building was basically split into two halves. On Jul 11th 2018 one of the ground victims passed away, too.Emergency services reported 4 occupants were trapped inside the aircraft and needed to be freed, all 4 including the pilots received critical injuries. They were flown to a hospital in Johannesburg.The aircraft was being prepared to depart for Europe to join a display in Lelystad (Netherlands) on Jul 23rd 2018.The Aviodrome Lelystad reported three of their museum staff were on board of the aircraft, they are all okay with minor injuries only. The aircraft had been donated to the Aviodrome by Rovos Rail and had been restored into flying condition in the colours of Martin's Air Charter, which later became Martinair. The cost for the restoration into airworthy condition and for the repaint of 350,000 Euros had been spent by the Aviodrome. The aircraft was anticipated to join the display at the Aviodrome on Jul 23rd 2018 and was intended to be kept in airworthy condition by the museum staff. Rovos Rail had used the aircraft for luxus air safaris in combination with train journeys until 2009. The aircraft was subsequently offered for sale. In March 2018 the owners decided to donate the aircraft to the Aviodrome as the owners wanted to ensure a good future for the aircraft. The aircraft was to begin the journey to Europe on Jul 12th 2018, but suffered an accident during a test flight on Jul 10th 2018.Close friends of the flight engineer confirmed the flight engineer passed away as result of the accident. The flight engineer had been working for both Rovos Rail and South African Airways. The aircraft, although certified for a two man operation, was crewed with two pilots and two flight engineers in preparation for the trip to Europe.Listeners on frequency reported the crew joined a right hand downwind for runway 29. While on the downwind ATC offered runway 24 for landing, the crew however opted for the longer runway 29.On Jul 11th 2018 South Africa's Civil Aviation Authority (SACAA) reported, that the aircraft belonged to Rovos Rail Tours, the aircraft was departing Wonderboom with the intended destination Pilanesberg. The aircraft carried 3 crew and 16 passengers, 14 South Africans, 3 Dutch and 2 Australians. There were a number of serious injuries on scene, one fatal injury was confirmed on the accident scene. In addition three people on the ground were injured, one of them passed away in the morning of Jul 11th 2018. The aircraft held a certificate of Airworthiness due to expire on August 15th 2018. A team of investigators has been assigned to investigate the accident, a preliminary report is due within 30 days, the investigation however can taken 12 months of more.Although being a test flight members of the restoration team had been invited to join the flight as appreciation for their work.Qantas (Australia) told Australian media that their pilot community is in shock over the accident. Two of their most experienced pilots, one of them retired the other current, with over 37,000 hours of flying experience combined (including A380 captaincy) were operating the aircraft.Based on a video from another aircraft showing the accident aircraft during the last 90 seconds of flight it appears the aircraft lost substantial height while turning base towards the south and was already just above tree/house roof level while heading south over the road towards the south making it impossible to turn further onto final.On Aug 11th 2018 South Africa's CAA released their preliminary report stating that a camera had been installed in the cockpit (GOPRO). The cockpit was occupied by the captain, a first officer and the Licensed Aircraft Maintenance Engineer (LAME) conducting the final checks for the flight to the Netherlands, all three had also participated in the ferry flight of another CVLP to Australia two years earlier.Pilanesberg Aerodrome was closed for fixed wing aircraft due to runway maintenance. A related NOTAM was unknown to crew and staff at Wonderboom airport, who accepted the flight plan and issued takeoff clearance.At about 50 KIAS in the takeoff run the captain commented the manifold pressure was low. After rotation and becoming airborne, one of the passengers - the assistant to the LAME - went to the cockpit and told the crew the left hand engine was on fire. The aircraft continued to climb at about 600-700 fpm until reaching about 800 feet AGL, then began to lose height. The aircraft continued with the left engine fire, the engine fire checklist was never executed and the crew never attempted to extinguish the fire, the engine fire extinguishing system was never activated. The left engine RPM was fluctuating, the engine fire master caution activated and an audible alarm sounded. The control wheel was deflected to the right, the captain commented the ailerons had been lost and requested the first officer to apply rudder. The GOPRO also revealed that the crew was not sure whether they had retracted their landing gear. In addition, crew and LAME were asking each other which engine was on fire although they had been told by the LAME's assistant. At no time the pilots or LAME discussed or attempted the fire drill for the left hand engine, which would have included feathering the propeller, pull the T-Handle to off to shut off all fluids, close the heat source valves, close the cowl doors, place the fuel shut off valve to CLOSED, turn off the fuel boost pump, operate the appropriate fire switch and if needed operate the alternative fire switch. The aircraft lost height, contacted a number of wires parallel to Sakabuka Street just north of the industrial complex, the aircraft impacted, two vehicles and the industrial complex.Ground witnesses observed and collected melted metal debris, that fell off the aircraft while it remained airborne.The SACAA reported the inflight left engine fire consumed parts of the left wing structure, the aircraft was destroyed by impact forces, the post impact fire damaged the right main gear and engine. In addition the power lines, the two vehicles and the industrial complex sustained damage.The SACAA wrote: "Initial on-site investigation identified that the fire was most intense in the left engine. Soot, glazing and heat signatures were evident on a number of electrical, air, oil and hydraulic supply lines. An external fire had developed in the lower left region of the left engine nacelle. Airframe fire damage was found on the aircraft’s left wing rear spar and the exhaust area. The right engine fire was post-impact and was observed after the crash."Last moments of flight and impact aftermath from cabin (Video: unknown):The last moments of flight filmed from another aircraft (Video: Werner Schulz):Another ground observer video of departure (Video: Andries Badenhorst):Ground observer video of departure:The aircraft climbing out (Photo: Hanke Fourie):Aerial view of the crash site (Photo: Hanno Greyling):ZS-BRV on the ground (Photos: ArriveAlive):Accident Site and points of impact (Graphics: SACAA):Final flight trajectory based on video from other aircraft (Graphics: AVH/Google Earth):Detail Map (Graphics: AVH/Google Earth):Map (Graphics: AVH/Google Earth):

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Add your comment: (max 1024 characters) Your Name: Your Email: Subject: Your comment: The Aviation Herald Apps

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Interview: The human factor named "Simon Hradecky" and the team of man and machine Get the news right onto your desktop when they happen © 2008-2019 by The Aviation Herald, all rights reserved, reprint and republishing prohibited. We use cookies to ensure you get the best experience on our site, learn more </s> The 2016 plane crash that nearly wiped out an entire Brazilian football team was caused by a lack of fuel, Colombia’s civil aviation authority said Friday, following an extensive investigation into the disaster.

It blamed the shortage of fuel on mismanagement by LaMia Airlines, a now-defunct Bolivian charter firm that specialized in flying Latin American football clubs.

The probe was launched after the tragic crash in the Colombian mountains in November 2016, which claimed the lives of 71 people, including all but a handful of players from the Chapecoense team, from southern Brazil.

The tragedy cut short the club’s fairy tale rise from obscurity to the finals of the regional Copa Sudamericana tournament, in which they were to face Atletico Nacional of Medellin.

The accident “was caused by the plane’s empty fuel tank as a result of inappropriate risk management by LaMia,” said Miguel Camacho, who heads the authority’s accident investigation branch.

Investigators from Bolivia, Brazil and Colombia had been probing the cause of the crash, with Friday’s report confirming what had been a leading theory after a recording emerged in which the pilot radioed the control tower to report a fuel emergency.

Following a preliminary investigation a month after the crash, the Colombian aviation authority said it believed the airline had disregarded international rules on fuel reserves.

In its report Friday, the aviation authority said it had found sufficient “evidential and technical support” to corroborate that theory.

“The aircraft was carrying 9,073 kilograms of fuel, which was insufficient to fly” between Santa Cruz, Bolivia and its final destination, the international airport in Rionegro outside Medellin.

“It did not meet the minimum fuel standard for an international flight,” he said.

The probe, which also involved investigators from Brazil, Bolivia, Britain and the United States, said the airline was in “a precarious financial situation” and that it was also not the first time it had allowed planes to fly “with critically low supplies of fuel.”

It also suggested that the pilots were aware of the fuel emergency for some time before contacting air traffic controllers in Colombia, who were exonerated of any responsibility for the crash.

Forty minutes before the accident, “there was an indication in the cabin about the low fuel level and from that moment, the plane was already in an emergency,” Camacho said.

However, “the crew did not inform air traffic control about this emergency to request priority” landing, he said, without suggesting why.

As well as lacking fuel, the plane was also overweight by about 500 kilograms (1,100 pounds).

“In light of the factors which contributed to causing this tragic accident, there were latent shortcomings on the part of LaMia relating to a failure to comply with fuel policies, a lack of supervision and operational control,” the civil aviation authority said in a statement.

Shortly after the crash, Bolivia suspended LaMia’s permit to operate, effectively shutting it down. </s> Pilots of the 737 Max that crashed in Ethiopia in March initially followed Boeing’s standard emergency procedures to try to get control of the plane, but ultimately failed, The Wall Street Journal reported Wednesday.

Crew members turned off the flight-control system that automatically pushed down the plane’s nose after takeoff but could not get the plane to climb, the Journal reported, citing people briefed on the investigation’s preliminary findings. The Ethiopian Airlines crew ended up turning the control system back on before the plane crashed, killing all 157 people aboard.

It’s the latest report amid mounting pressure on Boeing and the Federal Aviation Administration over their assertions that the crash may have been avoided had pilots simply followed established safety procedures. The new details of the crash are based on data from the aircraft’s "black box" recorders.

The pilots turned the electrical power back on, which re-engaged the stall-prevention feature, known as MCAS, and then used electrical switches to try to raise the nose, the Journal’s sources said.

It’s not clear why pilots on Ethiopian Flight 302 turned the automated system back on rather than continuing to follow Boeing’s standard emergency steps. Government officials and investigators said it’s likely that manual controls to raise the nose of the plane didn’t work, and pilots tried to reengage the system to combat the nose-down angle of the jet and failed, the Journal reported.

The same Maneuvering Characteristics Augmentation System was also involved in the 737 Max crash in Indonesia in October that resulted in deaths of all 189 people on board.

The Senate Committee on Commerce, Science and Transportation launched an investigation on Tuesday into whistleblower complaints accusing the FAA of improperly training its safety inspectors to review the Boeing jets. The FAA may have been notified about these deficiencies as early as August, the panel said. The Justice Department has also launched a criminal probe.

Ethiopian investigators are expected to release a preliminary report about the crash in coming days. Investigators looking to the Lion Air Flight 610 crash in Indonesia think similar system malfunctions were involved, including erroneous data from a single sensor that caused the MCAS system to misfire.

Boeing is still preparing software updates for the 737 Max plane’s flight-control system. The plane maker initially planned to submit the fixes to the FAA last week but said it needs more time. The revised software will have two sensors, rather than one, and will give pilots more control over the system, according to Boeing. </s> The preliminary investigation into the crash of Ethiopian Airlines Flight 302 shows that the pilots "repeatedly performed" all the procedures recommended by Boeing on how to handle the anti-stall system, the Ethiopian government has said.

Ethiopia’s minister for transport, Dagmawit Moges, released the preliminary findings at a press conference in Addis Ababa today. She added that the “take-off appeared very normal” but the crew was unable to regain control of the airplane despite following Boeing’s recommended procedures.
• The report also showed that the pilots of the ill-fated aircraft had the licence and qualifications to handle the flight.
• On Wednesday, the reported that the pilots switched off the anti-stall system and then cranked a manual wheel before switching back to the usual electric trim.
• The investigation chairman, Amdeye Ayalew, said that the investigators had not found any design problem or foreign object damage. He said: “Is there a structural design problem? We cannot predict right now.”

Ethiopian Airlines reacted to the report saying: “Despite their hard work and full compliance with the emergency procedures, it is very unfortunate that they could not recover the airplane from the persistence of nose diving.”
• CEO Tewolde GebreMariam added that the airline was “very proud of our pilots’ compliances to follow the emergency procedures and high level of professional performances in such extremely difficult situations”.

The Ethiopian government recommended that the manufacturer (Boeing) review the aircraft control system, and that aviation authorities review the same issues of controllability and ensure they are “adequately addressed” before allowing the Boeing 737 Max-8 to fly again.
• Although the preliminary report has not been published yet, the information from the press conference is likely to pile pressure on Boeing and the FAA to solve the issue effectively. While Boeing says it has solved the problem, the new software update still has not received approval from the Federal Aviation Administration.
• It is also likely to influence the lawsuits being filed against the manufacturer and the airline. </s> The crew of Ethiopian Airlines Flight 302 followed procedures from Boeing but could not stop the plane from repeatedly nose-diving and ultimately crashing last month, killing all 157 people on board, Ethiopian officials said Thursday.

Presenting the preliminary report into the crash, Ethiopian Transport Minister Dagmawit Moges told reporters in Addis Ababa that "the crew performed all the procedures repeatedly provided by the manufacturer but was not able to control the aircraft."

Hours later, Boeing Company CEO Dennis Muilenburg conceded that it was a software error that caused the 737 Max jets to crash, but he noted that most aviation accidents are "caused by a chain of events."

"With the release of the preliminary report of the Ethiopian Airlines Flight 302 accident investigation, it's apparent that in both flights the Maneuvering Characteristics Augmentation System, known as MCAS, activated in response to erroneous angle of attack information," he said in a statement.

"It's our responsibility to eliminate this risk. We own it and we know how to do it," he added.

The preliminary report by Ethiopian officials said they could not yet determine whether there was a structural problem with the aircraft, based on data retrieved from the flight data recorder and cockpit voice recorder.

Moges said the Boeing 737 Max 8 had a valid certificate of airworthiness, the crew had necessary qualifications and takeoff appeared to be normal.

"Since repetitive uncommanded aircraft nose down conditions are noticed ... it is recommend that the aircraft control system shall be reviewed by the manufacturer," Moges said.

"Despite [the pilots'] hard work and full compliance with the emergency procedures, it was very unfortunate that they could not recover the airplane from the persistence (of) nose diving," Ethiopian Airlines wrote in a statement on Thursday.

Boeing said it will "carefully review" the investigation's findings.

"I'd like to reiterate our deepest sympathies are with the families and loved ones of those who lost their lives in the accident," Boeing Commercial Airplanes President and CEO Kevin McAllister said in an emailed statement. "We thank Ethiopia's Accident Investigation Bureau for its hard work and continuing efforts. Understanding the circumstances that contributed to this accident is critical to ensuring safe flight."

Officials said "additional documents" gathered from the operator and aviation authorities, as well as remnants collected at the accident site, were also used in the preliminary report's conclusion.

The full report into the crash will be released within a year, Moges said. She added that an international team investigating the crash includes the National Transportation Safety Board and the Federal Aviation Administration in the U.S., France's BEA and the European Union Aviation Safety Agency.

The Ethiopian Airlines jet crashed minutes after takeoff from Addis Ababa on March 10, just months after an earlier crash of a Lion Air jet in Indonesia of the same model plane. Ethiopian officials had previously said readings from black box data showed "clear" similarities between the two flights.

As NPR's Russell Lewis has reported, the similarities involve an anti-stall system on both jets, the MCAS, designed to push the nose of the plane down if flight control systems sense a problem with low air speed. Both the planes appeared to ascend and descend erratically, suggesting the pilots struggled to maintain control.

The two crashes killed a combined 346 people and led to Max 8 being grounded in dozens of countries across the world, including the United States.

Boeing continues to work on a software fix for its flight control systems, which was initially slated to be submitted to the FAA last week. But the FAA said in a statement on Monday that it now expects Boeing's submission in the coming weeks.

"Time is needed for additional work by Boeing as the result of an ongoing review of the 737 MAX Flight Control System to ensure that Boeing has identified and appropriately addressed all pertinent issues," the FAA wrote.

In Boeing's statement, the company did not indicate when the update will be released but said that it "adds additional layers of protection and will prevent erroneous data from causing MCAS activation."

Daniel Elwell, acting head of the FAA, in testimony before a Senate committee last week, defended the agency's decision to ground the plane days after most other countries had already done so, as well as the FAA's process for reviewing changes to plane design.

"The FAA is directly involved in the testing and certification of new and novel features and technologies," he said in his opening remarks.

Last month, The Seattle Times reported that an analysis Boeing delivered to the Federal Aviation Administration regarding the safety of MCAS "had several crucial flaws." Anonymous sources inside the FAA told the Times that the agency inappropriately delegated the airplane's certification to Boeing employees.

Boeing told the Times there were "significant mischaracterizations" in its description of flaws in the analysis. </s> MASVINGO– A small plane went down in Tokwane-Ngundu, Masvingo Province, on Friday morning killing five people including four tourists from Finland.

The Zimbabwean pilot of the Cessna 182 aircraft, who died in the crash, has been named as Barry Style.

The Civil Aviation Authority of Zimbabwe has sent accident investigators to the scene.

The plane crashed into a rocky outcrop and broke apart. So dismembered were the bodies of the five victims that first responders at the horrific scene initially thought they had three victims.

‘There were four Finnish citizens and their pilot in the plane, they all died,’ Sally Ward told AFP.

‘It was cloudy and they were trying to get above the clouds.’

The accident occurred near Renco, a gold mine on the outskirts of Masvingo, police spokesman Paul Nyathi said.

‘It was cloudy and they were trying to get above the clouds.’

The accident occurred near Renco, a gold mine on the outskirts of Masvingo, police spokesman Paul Nyathi said.

According to ZimLive the passengers were flying from Buffalo Range Airport in Chiredzi to the country’s famous Victoria Falls.

The bodies were said to have been so badly destroyed in the crash that emergency services initially thought only three had died, it is claimed.

Investigators also found a Finnish identity card and a passport at the scene, police said. </s> The Civil Aviation Authority is grounding all 21 Gippsland GA8 Airvan aircraft in New Zealand after a crash in Sweden which killed 9 people last week.

Aviation New Zealand Chief Executive John Nicholson said three flight companies currently operated the aircraft including Salt Air, which operates in Auckland and Northland, Air Safari, which operates at Mt Cook and Southern Alps Air.

The aircraft generally seats eight passengers and a pilot, with many used in the South Island around the Milford Sounds and Queenstown.

Director of Civil Aviation Graeme Harris said the grounding was not a decision made lightly.

“I have sufficient concerns about the safety of these aircraft to make it necessary for me to ground them until more is known about the cause of the 14 July crash in Sweden that killed all 9 people on board a GA8 Airvan,” he said in a statement.

“We do not take these steps lightly but when there is a reasonable doubt about the safety of an aircraft, the flying public, operators and pilots of the affected aircraft in New Zealand must be satisfied that the CAA will act with their safety as a priority.”

“Whilst I regret any inconvenience this grounding will cause and acknowledge its significant commercial impact, I simply cannot compromise when I have information that indicates any unacceptable risk.”

A technical specialist from Australia is off to Sweden to help with the investigation into the crash. </s> Three Britons and a South African have been killed after a four-seat plane crashed near Dubai International Airport.

The UK-registered light aircraft came down after a reported technical malfunction, officials in Dubai claim. Among the dead are the pilot and his assistant.

It plummeted to the ground around three miles south of Dubai International Airport, killing all four people on board.

The United Arab Emirates General Civil Aviation Authority (GCAA) have confirmed the tragedy, which happened at about 7.30pm local time.

The crash happened as the DA42 aircraft was "on a mission to calibrate terrestrial navigation systems at the airport", said the GCAA.

Investigations are under way and the airport is operating as normal. </s> JUBA, South Sudan (AP) — A local official says 17 people are dead after their aircraft crashed into a lake in South Sudan.

The minister of information for the town of Yirol, Taban Abel Aguek, tells The Associated Press that the 19-seater commercial Baby Air plane had been traveling from the capital, Juba.

Officials are investigating the cause of Sunday’s crash.

Aguek says the three survivors are a 6-year-old child, an adult man and a foreigner from Europe who is in surgery and in serious condition.

“There were people everywhere,” Aguek says of the crash site.

Yirol is in the central part of the civil war-torn East African country.
The Civil Aviation Authority of South Africa concludes its investigation with a final report indicating the accident was caused by poor maintenance and errors by unqualified pilots.