Air Crash Daily | Santa Bรกrbara Airlines Flight 518 CVR Recording @AirCrashDaily | Uploaded February 2023 | Updated October 2024, 13 hours ago.
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Accident Description: instagram.com/p/Co7dismv4Ep/?igshid=YmMyMTA2M2Y=
๐ฆ๐ฎ๐ป๐๐ฎ ๐๐ฎ๐ฟ๐ฏ๐ฎ๐ฟ๐ฎ ๐๐ถ๐ฟ๐น๐ถ๐ป๐ฒ๐ ๐๐น๐ถ๐ด๐ต๐ ๐ฑ๐ญ๐ดย was a scheduled domestic passenger flight from Mรฉrida toย Caracas, operated by an ATR 42-300 (Reg. YV1449) on ๐๐ฒ๐ฏ๐ฟ๐๐ฎ๐ฟ๐ ๐ฎ๐ญ, ๐ฎ๐ฌ๐ฌ๐ด.
After all passengers had boarded the flight, it took about 30 minutes for the pilots to arrive at the plane. Being late, they immediately started the engines while simultaneously asking for permission to do so. Because an Avior Airlines flight was approaching the airport, the crew were told to expedite their departure or wait for the arrival of the Avior plane. The flight crew decided to go and began taxiing 2 minutes and 40 seconds after startup. Consequently the AHRS (Attitude and Heading Reference System) of the plane was unusable. The plane needed to remain still for 3 minutes after the battery is turned on so that all gyroscopes, accelerometers and magnetometers can be stabilized and synchronized.
The AHRS provides attitude information for planes, including roll, pitch and yaw. The captain possibly expected to re-initialize the system while they were at cruising altitude. Climbing through clouds a 180ยฐ turn was initiated. Using the unreliable magnetic compass, the flight made a 270ยฐ turn, heading towards rising terrain. The captain took over control from the co-pilot. When visual contact with terrain was regained, the crew noted they were heading for mountains. The captain tried to avoid rising terrain but the plane impacted the side of a mountain at 4,100 meters (13,400 feet).
๐๐ผ๐ป๐ฐ๐น๐๐๐ถ๐ผ๐ป๐:
The attitude and heading reference system (AHRS) as a device was operational, however the initialization of the system was incomplete, so the standard mode was in a fault condition. This failure mode left the RMI or radio magnetic indicators and the autopilot inoperative.
The EGPWS or enhanced ground proximity warning system was inoperative in the "enhanced" functions, since the information is displayed on the EFIS system screens, therefore there was no early warning (Visual) of impact against the mountain range.
The GPS was the only instrument capable of providing heading information to within one degree of accuracy. Because it is located on the co-pilot's lower left panel, the information provided by the co-pilot was basically available for co-pilot observation. In addition, the size of the display is relatively small for the information it shows.
The crew was valid, qualified and certified by the National Institute of Civil Aeronautics (INAC). However, the crew was very unconcerned to learn that they were taking off with the AHRS system inoperative and the weather conditions were instrument or IMC.
The meteorological station in Merida was inoperative.
The control tower did not have an operational communications recording system.
According to the deformation shown on the low pressure compressor wheels, the engines had power at the time of impact.
Follow us on Instagram: instagram.com/aircrashdaily/?hl=en
Accident Description: instagram.com/p/Co7dismv4Ep/?igshid=YmMyMTA2M2Y=
๐ฆ๐ฎ๐ป๐๐ฎ ๐๐ฎ๐ฟ๐ฏ๐ฎ๐ฟ๐ฎ ๐๐ถ๐ฟ๐น๐ถ๐ป๐ฒ๐ ๐๐น๐ถ๐ด๐ต๐ ๐ฑ๐ญ๐ดย was a scheduled domestic passenger flight from Mรฉrida toย Caracas, operated by an ATR 42-300 (Reg. YV1449) on ๐๐ฒ๐ฏ๐ฟ๐๐ฎ๐ฟ๐ ๐ฎ๐ญ, ๐ฎ๐ฌ๐ฌ๐ด.
After all passengers had boarded the flight, it took about 30 minutes for the pilots to arrive at the plane. Being late, they immediately started the engines while simultaneously asking for permission to do so. Because an Avior Airlines flight was approaching the airport, the crew were told to expedite their departure or wait for the arrival of the Avior plane. The flight crew decided to go and began taxiing 2 minutes and 40 seconds after startup. Consequently the AHRS (Attitude and Heading Reference System) of the plane was unusable. The plane needed to remain still for 3 minutes after the battery is turned on so that all gyroscopes, accelerometers and magnetometers can be stabilized and synchronized.
The AHRS provides attitude information for planes, including roll, pitch and yaw. The captain possibly expected to re-initialize the system while they were at cruising altitude. Climbing through clouds a 180ยฐ turn was initiated. Using the unreliable magnetic compass, the flight made a 270ยฐ turn, heading towards rising terrain. The captain took over control from the co-pilot. When visual contact with terrain was regained, the crew noted they were heading for mountains. The captain tried to avoid rising terrain but the plane impacted the side of a mountain at 4,100 meters (13,400 feet).
๐๐ผ๐ป๐ฐ๐น๐๐๐ถ๐ผ๐ป๐:
The attitude and heading reference system (AHRS) as a device was operational, however the initialization of the system was incomplete, so the standard mode was in a fault condition. This failure mode left the RMI or radio magnetic indicators and the autopilot inoperative.
The EGPWS or enhanced ground proximity warning system was inoperative in the "enhanced" functions, since the information is displayed on the EFIS system screens, therefore there was no early warning (Visual) of impact against the mountain range.
The GPS was the only instrument capable of providing heading information to within one degree of accuracy. Because it is located on the co-pilot's lower left panel, the information provided by the co-pilot was basically available for co-pilot observation. In addition, the size of the display is relatively small for the information it shows.
The crew was valid, qualified and certified by the National Institute of Civil Aeronautics (INAC). However, the crew was very unconcerned to learn that they were taking off with the AHRS system inoperative and the weather conditions were instrument or IMC.
The meteorological station in Merida was inoperative.
The control tower did not have an operational communications recording system.
According to the deformation shown on the low pressure compressor wheels, the engines had power at the time of impact.
