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GF A320 Crash At Bahrain On 23th Aug 2000!  
User currently offlineSQ325 From Germany, joined Jul 2001, 1451 posts, RR: 7
Posted (11 years 11 months 1 week 2 days 17 hours ago) and read 2064 times:

I know the text on airdisaster.com
But I still have no idea why this Aircraft crashed. I know why they made a go around but why crashed they with about 280kts in the Gulf.
It would be very nice if somebody could give me some detailes informations about what happened in that night.
thanks in advance

regards bjoern

11 replies: All unread, jump to last
 
User currently offlineBackfire From Germany, joined Oct 2006, 0 posts, RR: 0
Reply 1, posted (11 years 11 months 1 week 2 days 16 hours ago) and read 2045 times:

Crew bodged the initial approach to Bahrain and asked to perform an orbit to stabilise the aircraft. The orbit itself was a mess and failed to achieve the desired stabilisation, so the A320 then opted to go-around.

During the go-around the aircraft headed out towards the sea. It is presumed that the combination of full-power acceleration and the lack of visual cues from outside the aircraft caused a degree of spatial disorientation (the 'somatogravic' illusion whereby the brain mistakenly interprets acceleration as increasing pitch-up because of the similar effects which both motions have on the ear canals).

This false 'pitch-up' sensation probably prompted the captain to push the nose of the aircraft downwards, leading him to send the aircraft unintentionally into a dive at full power. The final error was the crew's failure to respond adequately and quickly to the GPWS warning as the jet headed for the sea.

Failure to follow standard operating procedures, basically. And pretty poor airmanship all round.


User currently offlineSQ325 From Germany, joined Jul 2001, 1451 posts, RR: 7
Reply 2, posted (11 years 11 months 1 week 2 days 16 hours ago) and read 2028 times:

Is there any CVR script, where we can read the last conversations between F/O and Cpt.
I wonder if both made the fatal mistake in desregarding their instruments.
Anyway thank you Bacfire!


User currently offlineSwissgabe From Switzerland, joined Jan 2000, 5266 posts, RR: 33
Reply 3, posted (11 years 11 months 1 week 2 days 15 hours ago) and read 1974 times:

Sorry, can't say anything about the reason but I remember that I was in BKK at the airport and saw this on CNN...


Smooth as silk - Royal Orchid Service /// Suid-Afrikaanse Lugdiens - Springbok
User currently offlineBackfire From Germany, joined Oct 2006, 0 posts, RR: 0
Reply 4, posted (11 years 11 months 1 week 2 days 14 hours ago) and read 1955 times:

SQ325

Bahrain's investigation team has the CVR transcript for GF072 available here:

http://www.bahrainairport.com/civil/finalreport/pdf/appendixb1.pdf


User currently offlineMt99 From United States of America, joined May 1999, 6575 posts, RR: 6
Reply 5, posted (11 years 11 months 1 week 2 days 10 hours ago) and read 1857 times:
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I read the CVR transcript, Why does ATC ask for the number of "souls" aboard? is this standard procedure?


Step into my office, baby
User currently offlineN79969 From , joined Dec 1969, posts, RR:
Reply 6, posted (11 years 11 months 1 week 2 days 10 hours ago) and read 1838 times:

Didn't these guys nearly stall the airplane before they dove it into the ocean? I thought I read that somewhere. It seems like that it would be really difficult to do that considering the A320/330/340 have safeguards to prevent stalls, excessive banks, and other features. They must have put the aircraft into "direct law" (?) for it to push it that far.

User currently offlinePilot1113 From United States of America, joined Aug 1999, 2333 posts, RR: 11
Reply 7, posted (11 years 11 months 1 week 2 days 9 hours ago) and read 1795 times:

>>Why does ATC ask for the number of "souls" aboard? is this standard procedure?

This is standard procedure. ATC wants to know this information in order to scramble the requsite amount of firefighting equipment.

- Neil Harrison


User currently offlineBackfire From Germany, joined Oct 2006, 0 posts, RR: 0
Reply 8, posted (11 years 11 months 1 week 2 days 9 hours ago) and read 1775 times:

The aircraft did not stall. In fact it reached a speed in excess of 185kts while climbing during the go-around and an alarm prompted the first officer to issue an overspeed warning.

User currently offlineYyz717 From Canada, joined Sep 2001, 16248 posts, RR: 56
Reply 9, posted (11 years 11 months 1 week 2 days ago) and read 1673 times:

It is presumed that the combination of full-power acceleration and the lack of visual cues from outside the aircraft caused a degree of spatial disorientation (the 'somatogravic' illusion whereby the brain mistakenly interprets acceleration as increasing pitch-up because of the similar effects which both motions have on the ear canals).

This false 'pitch-up' sensation probably prompted the captain to push the nose of the aircraft downwards, leading him to send the aircraft unintentionally into a dive at full power.


I read the same explanation in Aviation Week's review of the final crash report Backfire. Although, the report did state that there were a number of contributing factors (in addition to the above).



Panam, TWA, Ansett, Eastern.......AC next? Might be good for Canada.
User currently offlineClickhappy From United States of America, joined Sep 2001, 9623 posts, RR: 68
Reply 10, posted (11 years 11 months 1 week 2 days ago) and read 1670 times:
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PHOTO SCREENER

why did they have two go arounds? Was there a sand storm?

User currently offlineBackfire From Germany, joined Oct 2006, 0 posts, RR: 0
Reply 11, posted (11 years 11 months 1 week 1 day 18 hours ago) and read 1557 times:

There were not two go-arounds. The pilot carried out a 360-degree orbit during initial approach in an attempt to stabilise the flight path. But the aircraft was, by then, too close to the runway to make a safe approach and the pilot took the decision to go-around and try again.

It was during this first go-around that the accident occurred.


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