Difference between revisions of "List of maintenance-related failures"

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This [[list of maintenance-related failures]] is a listing of incidents and accidents that have been, partially or completely, caused by aircraft mainenance.
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This [[list of maintenance-related failures]] is a listing of incidents and accidents that have been, partially or completely, caused by [[human error]]s in aircraft maintenance.
  
  
 
==Incidents==
 
==Incidents==
  
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===Lufthansa Airbus A320===
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===Eastern Air Lines Flight 855===
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On March 20, 2001 a Lufthansa Airbus A320 almost crashed shortly after takeoff because of reversed wiring in the captain's sidestick flight control. Quick action by the co-pilot, whose sidestick was not faulty, prevented a crash
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:''Main wikipage: [[Eastern Air Lines Flight 855]]''
  
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The investigation has focused on maintenance on the captain's controls carried out by Lufthansa Technik just before the flight. During the previous flight, a problem with one of the two elevator/aileron computers (ELAC) had occurred. An electrical pin in the connector was found to be damaged and was replaced. It has been confirmed that two pairs of pins inside the connector had accidentally been crossed during the repair. This changed the polarity in the sidestick and the respective control channels “bypassing” the control unit, which might have sensed the error and would have triggered a warning. Clues might have been seen on the electronic centralized aircraft monitor (ECAM) screen during the flight control checks, but often pilots only check for a deflection indication, not the direction. Before the aircraft left the hangar, a flight control check was performed by the mechanic, but only using the first officer’s sidestick.
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:At 08:56 on May 5, 1983, Eastern Air Lines, Inc., Flight 855, a Lockheed L-1011, with 10 crewmembers and 162 passengers on board, departed Miami International Airport en route to Nassau, Bahamas.
  
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Lock pin
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:About 09:15, while descending through 15,000 feet, the low oil pressure light on the No. 2 engine illuminated. The No. 2 engine was shut down, and the captain decided to return to Miami to land. The airplane was cleared to Miami and began a climb to FL 200. While en route to Miami, the low oil pressure lights for engines Nos. 1 and 3 illuminated.
  
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Figure 14-30. A description of a Lufthansa Airbus A320 that almost crashed due to reversed wiring of the flight controls.
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:At 09:28, while at 16,000 feet, the No. 3 engine flamed out. At 0933:20, the No. 1 engine flamed out while the flightcrew was attempting to restart the No. 2 engine. The airplane descended without power from about 13,000 feet to about 4,000 feet, at which time the No. 2 engine was restarted.
  
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===Excalibur Airways Airbus 320===
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:The airplane made a one-engine landing at Miami International Airport at 09:46. There were no injuries to the occupants.
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August 26, 1993, an Excalibur Airways Airbus 320 took off from London-Gatwick Airport (LGW) and exhibited an undemanded roll to the right on takeoff, a condition which persisted until the aircraft landed back at LGW 37 minutes later. Control of the aircraft required significant left sidestick at all times and the flight control system was degraded by the loss of spoiler control.
 
  
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Technicians familiar with Boeing 757 flap change procedures lacked the knowledge required to correctly lock out the spoilers on the Airbus during the flap change work that was done the day before the flight. Turnover to technicians on the next shift compounded the problem. No mention of incorrect spoiler lockout procedure was given since it was assumed that the 320 was like the 757. The flap change was operationally checked, but the spoiler remained locked out incorrectly and was not detected by the flight crew during standard functional checks. The lack of knowledge on Airbus procedures was considered a primary cause of this incident.
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:The [[National Transportation Safety Board]] determines that the probable cause of the accident was the omission of all the O-ring seals on the master chip detector assemblies leading to the loss of lubrication and damage to the airplane's three engines as a result of the failure of mechanics to follow the established and proper procedures for the installation of master chip detectors in the engine lubrication system, the repeated failure of supervisory personnel to require mechanics to comply strictly with the prescribed installation procedures, and the failure of Eastern Air Lines management to assess adequately the significance of similar previous occurrences and to act effectively to institute corrective action.
  
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===Emery Worldwide Airlines DC-8-71F===
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:Contributing to the cause of the accident was the failure of [[Federal Aviation Administration]] maintenance inspectors to assess the significance of the incidents involving master chip detectors and to take effective surveillance and enforcement measures to prevent the recurrence of the incidents.
  
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April 26, 2001, an Emery Worldwide Airlines DC-8-71F left main landing gear would not extend for landing.
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:The [[FAA]] report is published on [https://www.faa.gov/about/initiatives/maintenance_hf/library/documents/media/aviation_maintenance/eastern_airlines_inc.pdf faa.gov/about/initiatives]
  
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Probable cause was failure of maintenance to install the correct hydraulic landing gear extension component and the failure of inspection to comply with post-maintenance test procedures. No injuries.
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===Excalibur Airways Airbus 320===
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:''Main wikipage: [[Excalibur Airways Airbus 320]]''
  
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==Accidents==
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:On August 26, 1993, an Excalibur Airways Airbus 320 took off from London-Gatwick Airport (LGW) and exhibited an undemanded roll to the right on takeoff, a condition which persisted until the aircraft landed back at LGW 37 minutes later. Control of the aircraft required significant left sidestick at all times and the flight control system was degraded by the loss of spoiler control.
  
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===Alaska Airlines Flight 261===
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:Technicians familiar with Boeing 757 flap change procedures lacked the knowledge required to correctly lock out the spoilers on the Airbus during the flap change work that was done the day before the flight. Turnover to technicians on the next shift compounded the problem. No mention of incorrect spoiler lockout procedure was given since it was assumed that the 320 was like the 757. The flap change was operationally checked, but the spoiler remained locked out incorrectly and was not detected by the flight crew during standard functional checks.
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Alaska Airlines Flight 261, a McDonnell Douglas MD-83 aircraft, experienced a fatal accident on January 31, 2000, in the Pacific Ocean. The two pilots, three cabin crewmembers, and 83 passengers on board were killed and the aircraft was destroyed.
 
  
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The subsequent investigation by the National Transportation Safety Board (NTSB) determined that inadequate maintenance led to excessive wear and catastrophic failure of a critical flight control system during flight. The probable cause was stated to be “a loss of airplane pitch control resulting from the in-flight failure of the horizontal stabilizer trim system jackscrew assembly’s acme nut threads. The thread failure was caused by excessive wear resulting from Alaska Airlines insufficient lubrication of the jackscrew assembly.”
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===Lufthansa Airbus A320===
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:''Main wikipage: [[Lufthansa Airbus A320]]''
  
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===China Airlines Flight 611===
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:On March 20, 2001 a Lufthansa Airbus A320 almost crashed shortly after takeoff because of reversed wiring in the captain's sidestick flight control. Quick action by the co-pilot, whose sidestick was not faulty, prevented a crash
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:On May 25, 2002, China Airlines Flight 611 Boeing 747 broke into pieces in mid-air and crashed, killing all 225 people on board. The accident was the result of metal fatigue caused by inadequate maintenance after a previous incident.
 
  
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:During the permanent maintenance of China Airlines, the maintenance personnel discovered the severe metal fatigue skin and, instead of replacing the whole skin according to the structural maintenance manual prescribed by Boeing, just covered the area with an aluminum plate similar in size to the damaged skin. However, the maintenance personnel indicated on the maintenance record that the maintenance was carried out in accordance with the Boeing maintenance guidelines. Follow-up maintenance personnel believed his maintenance record and were not checked.
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:The investigation has focused on maintenance on the captain's controls carried out by Lufthansa Technik just before the flight. During the previous flight, a problem with one of the two elevator/aileron computers (ELAC) had occurred. An electrical pin in the connector was found to be damaged and was replaced. It has been confirmed that two pairs of pins inside the connector had accidentally been crossed during the repair. This changed the polarity in the sidestick and the respective control channels "bypassing" the control unit, which might have sensed the error and would have triggered a warning. Clues might have been seen on the electronic centralized aircraft monitor (ECAM) screen during the flight control checks, but often pilots only check for a deflection indication, not the direction. Before the aircraft left the hangar, a flight control check was performed by the mechanic, but only using the first officer's sidestick.
  
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===Colgan Air Beech 1900D===
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==Accidents==
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===American Airlines Flight 191===
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:''Main wikipage: [[American Airlines Flight 191]]''
  
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On August 26, 2003, a Colgan Air Beech 1900D crashed just after takeoff from Hyannis, Massachusetts. Both pilots were killed.
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:The worst aviation accident in the [[United States]] happened on May 25, 1979. The American Airlines, Inc., Flight 191, a McDonnell-Douglas DC-10-10 aircraft, crashed into an open field about 4,600 ft northwest of the departure end of runway 32R at Chicago-O'Hare International Airport, Illinois.
  
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The improper replacement of the forward elevator trim cable and subsequent inadequate functional check of the maintenance performed that resulted in a reversal of the elevator trim system and a loss of control in flight. Factors were the flight crew’s failure to follow the checklist procedures and the aircraft manufacturer’s erroneous depiction of the elevator trim drum in the maintenance manual.
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:Eight weeks before the disaster, the last repair of the plane damaged the overhead engine tower installed on the plane. The crash was found to be the result of a shortcut taken by removing the plane's engines for maintenance, cracking an aluminum component which held the engine to the wing.
  
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===American Airlines Flight 1400===
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:In order to save more than 200 hours of maintenance time and money, the engine and the "dragon" (Pylon, suspended structure) between the engine and wings removed and put together all night just back, so that in the Pylon and cracks caused by the wing joint area. This was a violation of DC-10-10 design original McDonnell Douglas maintenance procedures.
  
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On September 28, 2007, American Airlines Flight 1400 DC-9 experienced an in-flight engine fire during departure climb from Lambert St. Louis International Airport (STL). During the return to STL, the nose landing gear failed to extend, and the flight crew executed a go-around, during which the crew extended the nose gear using the emergency procedure. The flight crew conducted an emergency landing, and the 2 flight crewmembers, 3 flight attendants, and 138 passengers deplaned on the runway. No occupant injuries were reported, but the airplane sustained substantial damage from the fire.
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:When the American Airlines Flight 191 took off from O'Hare, the engine fell off the plane and landed on the runway, cutting off the electrical system and spilling hydraulic oil. Because of the airplane design, the pilots couldn't see the wing and didn't realize they were losing liquid oil. While being unaware of the real situation, the pilots carried out the wrong handling procedures. The damaged left has stalled, the plane dived and crashed, killing 273 people on the board and two people on the ground.
  
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American Airlines' maintenance personnel's use of an inappropriate manual engine-start procedure, which led to the uncommanded opening of the left engine air turbine starter valve, and a subsequent left engine fire.
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:It was the fourth fatal crash on the DC-10 since its inception, with 622 people killed in all four DC-10 crashes. The complete report is published on [https://www.ntsb.gov/investigations/accidentreports/pages/AAR7917.aspx ntsb.gov/investigations]. The FAA report is published on [https://www.faa.gov/about/initiatives/maintenance_hf/library/documents/media/aviation_maintenance/american_airlines.pdf faa.gov/about/initiatives]
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==Other failures==
 
  
 
===Japan Airlines Flight 123===
 
===Japan Airlines Flight 123===
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On August 12, 1985, the Japan Airlines Flight 123 suffered mechanical failures 12 minutes into the flight and 32 minutes later crashed. 
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:''Main wikipage: [[Japan Airlines Flight 123]]''
  
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The aircraft was involved in a tail strike incident on 2 June 1978, which damaged the bulkhead. However, the repair of the bulkhead didn't conform to Boeing's approved repair methods. So this reduced the part's resistance to metal fatigue by 70%. 
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:On August 12, 1985, the Japan Airlines Flight 123 suffered mechanical failures 12 minutes into the flight and 32 minutes later crashed into a mountain while killing 15 crew members and 509 passengers on board. Till now, this is the second deadliest disaster in the history of aviation.
  
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In short, the bulkhead gave way leads to the failure of all 4 hydraulic systems then the aircraft's control disabled, the aircraft became uncontrollable, which leads to the disaster."
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:The aircraft was involved in a tail strike incident seven years earlier, on 2 June 1978, which damaged the rear bulkhead. However, the repair of the damaged section had not been properly repaired. When replacing the damaged pressure wall plate, a whole joint plate should be used to connect the two panels to be connected and three rows of rivets should be used to fix them, but the maintenance personnel used two discontinuous joint plates, one with one row of rivets and the other with two rows of rivets. This results in a significant increase in stress on the metal skin near the joint and a reduction in resistance to metal fatigue of at least 70%.  
  
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===
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:The metal used in the repairs can only withstand about 10,000 flights, and the Flight 123 was the 12319th flight after the crash. During the flight several years after maintenance, metal fatigue accumulated in the cabin due to repeated pressurization and decompression. Eventually, the rear bulkhead gave way leads to the failure of all 4 hydraulic systems, which disabled the aircraft's control disabled and, when the aircraft became uncontrollable, led to the disaster.
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%%% " The flight was misarranged and the plane ventured close to the limit
 
  
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According to the sun, the chapecoens had planned to fly directly from Sao Paulo, Brazil, to medellin, Colombia, but were forced by air traffic control regulations to switch to Bolivia, where they flew to medellin.
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:When the aircraft climbed to about 7,000 meters, the accumulated metal fatigue of the pressure wall panel reached the limit, and it could no longer bear the pressure difference and break. As a result, explosion and decompression occurred in the engine room. High pressure air rushed into the tail, blowing down the vertical tail directly and tearing off the main hydraulic pipeline, which made the pilot unable to control the aircraft normally.
  
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The british-made Aerospace 147 aircraft had a maximum designed range of 3,000 kilometers, while the flight from Bolivia to medellin was more than 2,900 kilometers, which was close to the limit of its range, posing safety risks, the newspaper said."
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:The pilots and engineers on the wrecked plane struggled with the plane for half an hour under the condition of nearly completely out of control, showing great efforts. Instead of failed hydraulic systems, the pilots heroically used the engine accelerations and de-accelerations to direct the plane. However, the huge size of the plane and continuous mountain terrain made their task impossible. After the accident, no investigators and pilots who simulated the situation at that time could fly for half an hour under the same circumstances.
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%%% """Long voyage air crash"" in 1981 and ""China airlines air crash"" in 2002
 
  
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Cause: the plane lost pressure in the air and crashed
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===Aloha Airlines Flight 243===
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:''Main wikipage: [[Aloha Airlines Flight 243]]''
  
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The disappearance of the Malaysia airlines passenger plane, some people have been analyzed as the plane had a collision in Shanghai pudong airport, resulting in wing damage caused by metal fatigue, leading to the disintegration of the aircraft. This is not uncommon in the history of air accidents, including two in Taiwan.
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:On April 28, 1988, at 1346, a Boeing 737-200, N73711, operated by Aloha Airlines Inc., as flight 243, experienced an explosive decompression and structural failure at 24,000 feet, while en route from Hilo, to Honolulu, Hawaii. Approximately 18 feet of the cabin skin and structure aft of the cabin entrance door and above the passenger floorline separated from the airplane during flight. There were 89 passengers and 6 crewmembers on board.  One flight attendant was swept overboard during the decompression and died; 7 passengers and 1 flight attendant received serious injuries. The flightcrew performed an emergency descent and landing at Kahului Airport on the Island of Maui.
  
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On August 22, 1981, a Boeing 737 operated by Taiwan's far east airlines crashed over miaoli county while flying from Taipei to kaohsiung. All 104 passengers and six crew members were killed.
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:Failure of the Aloha Airlines maintenance program to detect the presence of significant disbonding and fatigue damage ultimately led to failure of the lap joint at S-10L and the separation of the fuselage upper lobe, which is believed to be the probable cause of the accident.
  
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An investigation later found that the plane also lost cabin pressure on August 5, when it was flying from Taipei to kaohsiung."
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:The cited contributing causes include:
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%%% "1. Errors caused by maintenance:
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:#The failure of Aloha Airlines management to supervise properly its maintenance force;
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:#The failure of the FAA to evaluate properly the Aloha Airlines maintenance program and to assess the airline's inspection and quality control deficiencies;
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:#The failure of the FAA to require Airworthiness Directive 87-21-08 inspection of all the lap joints proposed by Boeing Alert Service Bulletin SB 737-53A1039; and
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:#The lack of a complete terminating action (neither generated by Boeing nor required by the FAA) after the discovery of early production difficulties in the B-737 cold bond lap joint which resulted in low bond durability, corrosion, and premature fatigue cracking.
  
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a) In 2005, an accident occurred when an amphibious airplane operated by Chalk’s Ocean Airline crashed into a shipping channel near the Port of Miami, Florida. Once crash investigators concluded their analysis, the NTSB reported their findings: that the crash had been caused by the separation of the plane’s right wing during flight, and that this had occurred due to dual failures in the airline’s aircraft maintenance program.
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:The FAA report is published on [https://www.faa.gov/about/initiatives/maintenance_hf/library/documents/media/aviation_maintenance/aloha.pdf faa.gov/about/initiatives]
  
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2. cause by violation, slip, and lapse
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===Air Ontario Flight 1363===
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a) 28 December 2014 - Indonesia AirAsia Flight 8501 crashed into the Java Sea as a result of an aerodynamic stall due to pilot error. The aircraft exceeded the climb rate, way beyond its operational limits. All 155 passengers and 7 crew members on board were killed.
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:''Main wikipage: [[Air Ontario Flight 1363]]''
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b) 3 January 1961 – Aero Flight 311 crashed near Kvevlax, Finland. All twenty-five occupants were killed in the accident, which was the deadliest in Finnish history. An investigation later determined that both pilots were intoxicated during the flight, and may have been interrupted by a passenger at the time of the crash.
 
  
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c) 6 February 2015 – TransAsia Airways Flight 235: one of the ATR 72's engines experienced a flameout. As airplanes are able to fly on one engine alone, the pilot then shut down one of the engines. However, he accidentally shut off the engine that was functioning correctly and left the plane powerless, at which point he unsuccessfully tried to restart both engines. The plane then clipped a bridge and plummeted into the Keelung river as the pilot tried to avoid city terrain, killing 37 of the 53 on board."
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:Air Ontario Flight 1363, a Fokker F-28 jet, crashed during takeoff from Dryden Municipal Airport, Ontario, Canada on March 10, 1989. Of the 69 persons on board, 24 suffered fatal injuries.
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%%% A DC-10-10 aircraft took off due to a sudden loss of left engine caused the flap to lose control and the main instrument power failure, the pilot due to unknown posture to carry out the wrong handling procedures, resulting in many deaths
 
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%%% "A year ago, a Cuban airlines Boeing 737 crashed shortly after takeoff at Havana's jose marti international airport, killing 112 people. The only survivor is still in hospital. It was Cuba's worst air crash in nearly 30 years.
 
  
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Cuba's civil aviation authority on Saturday released the results of an investigation into the crash, which may have been caused by crew error and errors in the calculation of deadweight and load balance, causing the plane to lose control during takeoff and crash. Cuba has struggled to buy and maintain airliners because of long-standing us economic sanctions and has had to lease them from abroad. The plane was leased by Cuban airlines from twa. The plane was in operation for less than a month at the time of the accident, but it is nearly 40 years old."
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:The aircraft had suffered from a malfunctioning auxiliary power unit (APU) for the five days preceding the accident. Throughout the week preceding March 10, Air Ontario maintenance attempted, with limited success, to cure the APU problems. On March 9 it was decided to defer the repair of the APU until the aircraft returned to Toronto on the night of March 10. This meant that the aircraft was dispatched with the APU inoperable.
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%%% According to the information analysis provided by the flight data recorder (FDR) and cockpit voice recorder (CVR), before and after the bolt falling off, the flight is normal. After the bolt falling off, the control of the elevator by the joystick is abnormal no matter in the state of automatic driving or manual control of the flight. Then the pilot feels that the pitch control of the aircraft is abnormal. Because the center of gravity of the aircraft changes little at this time, the crew is taking After moving passengers forward and releasing the choke plate, the aircraft can barely maintain the descent state. As the landing gear is released, the aircraft will generate pitching moment, and the pilot pull rod tries to keep the aircraft in a state. However, due to the abnormal control of the elevator, the aircraft continues to pitching. The pilot increased the amount of pull rod. At this time, as shown in the ground test, the elevator suddenly deviated upward due to the contact between π 3 pull rod and 135 rocker arm, and the aircraft tilted up violently. In order to overcome the trend of strong pitch up, the pilot quickly put the rod, because the pitch control has lost the linear change rule, the elevator rapidly deflects downward to the maximum, the aircraft pitch down to the ground. Finally, although the pilot tried to pull the rod, there was no corresponding change in the rudder surface, and the aircraft failed to change out of the dive state.
 
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%%% According to the sun, the chapecornes had planned a direct flight from Sao Paulo, Brazil, to medellin, Colombia, but were forced by air traffic control regulations to divert to Bolivia, where they took a detour to medellin. The british-made Aerospace 147 aircraft had a maximum designed range of 3,000 kilometers, while the flight from Bolivia to medellin was more than 2,900 kilometers, which was close to the limit of its range, posing safety risks, the newspaper said. Another detail, revealed by the sun, is that shortly before arriving in medellin, the airport received an emergency call, another nearby flight leaked oil, and the airport ordered other landing flights to be put on standby. Flight LMI2933, the team's flight, was forced to wait to land and crashed in the mountains 30km from medellin airport Aircraft during flight mission once appear, fault, maintenance personnel according to the defence of the program to make the necessary inspection, to determine and analyze the failure phenomenon, find fault source, then the corresponding troubleshooting work, such as change of barrier etc., after eliminate the fault, still need to fill in the relevant maintenance records, may also want to work in a certain test, to determine whether to repair well.
 
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%%% Air crash in tenerife, 583 killed: on the evening of March 27, 1977, two Boeing 747s carrying fuel and passengers from KLM and Pan Am collided on the runway at los rodeo airport in the canary islands, an autonomous territory off the north African coast of Spain. A total of 583 people on both planes died in the fire.
 
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%%% "Air France flight 447
 
  
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The crash, which left no survivors, was the deadliest air France crash since it was founded and the first crash of an airbus A330 since it went into service.
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:On the morning of March 10, the jet departed Winnipeg on a round trip flight to Dryden, Thunder Bay and back. Since no external power unit was available at Dryden, the engines couldn't be restarted in case of engine shutdown on the ground.
  
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The two co-pilots did not have a clear division of labor, emergency appeared in the opposite operation.
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:The flight to Thunder Bay was unentful apart from a slight delay due to poor weather at Thunder Bay. As the aircraft was prepared for the return flight, it appeared that the aircraft was overweight as a result of ten additional passengers having transferred to the flight due to an earlier cancellation. The Air Ontario duty manager decided to off-load fuel and to arrange refuelling at Dryden. This caused an additional delay of 35 minutes.
  
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Improper handling by the pilots and technical problems with the airbus A330 were the main causes of the accident. The pilots' knowledge and handling of the emergency were inadequate and lacked the training to deal with it. In addition, airbus, the manufacturer of the airbus A330 model, will also assume technical responsibility."
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:The Fokker F-28 departed Thunder Bay at 11:55 hours EST, about one hour behind schedule. The aircraft landed at Dryden at 11:39 hours CST. It began to snow lightly when the aircraft landed.
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%%% Air France flight 447, because the division of labor between the two co-pilots is not clear, leading to the emergency of the opposite operation and finally it fell. Flight recorder data showed that the pitot tube, which had been installed outside the cockpit to measure the plane's speed, had frozen before it crashed into the sea and had stalled for three minutes and 30 seconds.About two minutes and 30 seconds before the recorder stopped working, one of the pilots said to his companion, "we don't have any good display data anymore."The captain, mark dubois, had left the cockpit in rotation and was replaced by co-pilot David Robert, but co-pilot kaidrick berning was in control.This also laid the potential for the subsequent tragedy -- the two co-pilots did not have a clear division of labor, emergency appeared in the opposite operation.
 
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%%% "Alaska airlines flight 261 crashed on January 31, 2000
 
  
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The stuck horizontal tail hinders operation of the balancing system.
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:Between 11:40 and 12:01, Air Ontario 1363 was refuelled with the right engine operating and with the passengers remaining on board the aircraft. This so called 'hot refuelling' procedure was followed because the APU was unserviceable. Eight passengers deplaned in Dryden and seven passengers boarded the aircraft.
  
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 investigators found that the maintenance took only about an hour to complete. In fact, the plane's manufacturer expected the maintenance work to take about four hours to complete, suggesting the mechanic wasn't up to the job.
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:Meanwhile, snow was accumulating on the wings, forming a layer of 1/8-1/4 inch. No de-icing was done because de-icing with either engine running was prohibited by both Fokker and Air Ontario.
  
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that leads to a crash that killed all 88 people on board"
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:The aircraft then taxied to runway 29 for departure, but was instructed to hold as there was a Cessna 150 on approach. The snow was continuing to fall heavily, becoming increasingly thick on the wings.
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%%% American airlines flight 191 (1979) this is the worst aviation accident in the United States. Eight weeks before the disaster, the last repair of the plane damaged the overhead engine tower installed on the plane. When the plane took off from o 'hare, the engine fell off the plane and landed on the runway, cutting off the electrical system and spilling hydraulic oil. It controlled some of the moving parts of the wing, and the pilots couldn't see the wing and didn't realize they were losing liquid oil. Damaged left, however, has stalled, the plane a dive, crashed into an open field, debris was thrown into a trailer park, near the destroyed several trailer and cars, there is an old aircraft hanger, and serious damage to a few people on the ground, killing two people, including staff of 273 people were on the plane of fire burned to death, not a survivor.
 
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%%% "American airlines flight 191 crashed
 
  
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It was the fourth fatal crash on the dc-10 since its inception, with 622 people killed in all four dc-10 crashes. This has drawn harsh criticism from several media outlets. The report said the weather was good at the time of the incident and there were no bird flocks or other aircraft nearby at the time of the incident. After a few years later, in all aspects of conclusion is aa maintenance department in engine repair, in order to save more than 200 hours of maintenance time and money, the engine and the ""dragon"" (Pylon, suspended structure) between the engine and wings removed and put together all night just back, so that in the Pylon and cracks caused by the wing joint area. This is a violation of dc-10 design original McDonnell Douglas maintenance procedures, aircraft maintenance must be step-by-step, not to save time and money to take shortcuts."
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:At 12:09 the aircraft started it's takeoff roll on the slush-covered runway 29. There was an accumulation of at least one-half inch of wet, layered snow on the wings of the F-28 as it began its takeoff roll.
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%%% An air France airbus a330-200 (f-gzcp) on flight AF447 from Rio DE janeiro, Brazil, to Paris, France, May 31, 2009. The plane took off at 2203 hours local time on 31 May and lost contact with air traffic control at 2.14am. The plane was over the Atlantic ocean between Brazil and the African continent. Five days after losing contact, Brazilian searchers first spotted floating debris. It was carrying 216 passengers and 12 crew members (three pilots), nine of whom were Chinese. The crash, which left no survivors, was the deadliest air France crash since it was founded and the first crash of an airbus A330 since it went into service.
 
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%%% "At 21:32 on May 7, 2002, dalian zhoushuizi airport received a report of a CJ6136 Douglas flying from Beijing to dalian by northern airlines over fujiazhuang, saying that the cabin was on fire and the plane lost contact with the airport. Five minutes later, the fishing vessel ganyu 0998 of liaoning university reported to the maritime search and rescue center in dalian by telephone through 12395 that a passenger plane was on fire over the city of fu jiazhuang.
 
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Through investigation, and through thorough reasoning, that ""5·7"" air crash is a passenger zhang PI Lin arson caused by the destruction of events."
 
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%%% "At guangzhou airport, China civil aviation IL18 1982 final approach, smoke in the cabin, unit judgment for electrical fire, cut off the total power, aircraft landing using the emergency brake, at the contact point successfully stopped, the plane passengers once doors down the work of the ladder began to evacuate, but to an 11 passengers, thicken cabin smoke, then into a flame, the fire finally put out after 1 hour, the plane completely destroyed.
 
  
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The possible reason is that the passenger smoking on the plane, accidentally dropped the cigarette butt into the floor, causing fire; The captain handled and coordinated improperly, did not identify the source of the fire, handled correctly, and reported to the tower."
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:After a longer than normal takeoff roll, the aircraft was rotated near taxiway Alpha, at approximately the 3500 foot mark. The aircraft lifted off slightly, began to shudder, and then settled back down onto the runway. The takeoff roll then continued and the aircraft was rotated a second time, finally lifting off at approximately the 5700 mark of the 6000 foot runway. It flew over the end of the runway approximately 15 feet above the ground. It thereafter failed to gain altitude and mushed through the air in a nose-high attitude, before commencing to strike trees.
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%%% "British Airways Flight 5390 was a flight from Birmingham Airport in England for Málaga Airport in Spain that suffered explosive decompression, with no loss of life, shortly after takeoff on 10 June 1990. An improperly installed windscreen panel separated from its frame, causing the plane's captain to be blown partially out of the aircraft. With the captain pinned against the window frame for twenty minutes, the first officer managed to land at Southampton Airport.
 
  
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Human Errors: Windscreen panel is not properly installed on the airplane."
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:The aircraft crashed and came to rest in a wooded area, 3156 feet past the runway end and caught fire.
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%%% For example, the Japan airlines flight 350 crash in 1982 was caused by a mentally ill captain who deliberately turned on the thrust reverser of the plane's engine in an attempt to crash the plane, which eventually crashed into the water, killing 24 passengers. In 1985, China airlines flight 006 nearly crashed into the Pacific Ocean because the pilot lost his sense of direction
 
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%%% From the data recorded by the flight data recorder, it can be seen that: after takeoff and departure from the ground, all the transverse and lateral parameters of the aircraft have a significant change of low frequency. This clearly shows that the aircraft appears to have a divergent transverse pendulum. Debris collected from the scene of the accident confirmed that there were two plugs on the autopilot mounting seat, namely the plug for the control aileron (green) in the socket for the control course rudder (yellow) and the plug for the control course rudder (yellow) in the socket for the control course aileron (green).
 
−
%%% Human factors have a great impact on aircraft maintenance. In the process of aircraft maintenance, aircraft maintenance workers should constantly improve their quality, learn lessons and reduce the possibility of human error to the lowest point, otherwise the loss will be immeasurable. From the current situation, with the continuous improvement of aviation equipment design and manufacturing technology, the impact of accidents caused by design and manufacturing in the use of aviation equipment is gradually reduced. However, in the maintenance process of equipment manufacturing machine, the reliability of aviation equipment cannot be continuously improved due to human error. Therefore, the focus of aircraft maintenance management will gradually shift to human factors.
 
−
%%% In 1994, when a Chinese aircraft was carrying out a flight mission, the ground maintenance personnel misinserted the inclined damping plug and heading damping plug in each other during the replacement and installation, which eventually led to the abnormal handling of the aircraft and then disintegrated and crashed. I think these mistakes can be avoided before employees start work. Employees need thorough and rigorous training and testing before starting their jobs. 
 
−
%%% In 1994, when an aircraft was carrying out a flight mission in China, because the maintenance personnel on the ground inserted the tilt damping plug and the heading damping plug wrongly when they were replacing and installing them, the maneuverability of the aircraft was abnormal, and then the aircraft was disintegrated and crashed
 
−
%%% In 2015, TransAsia Flight 235’s engines suffered a type of failure known as a flameout. Ordinarily this would not lead to a crash, as modern airplanes as designed to run on one engine if necessary. Unfortunately, the pilot mistook the functioning engine for the malfunctioning one and shut it off. This left the plane powerless as the crew desperately scrambled to restart the engine and avoid the heavily populated cityscape below. One of the wings clipped a bridge and the plane crashed into a nearby river. Das cam footage reveals just how close it came to wiping out the bridge out entirely. Obviously, this is an unintentional accident , which was due to the slip.
 
−
%%% In the actual maintenance, the forklift driver adjusts the forklift through the weight measuring instrument, and adopts the way of trial error correction. He first removed the front spacer connection, but if the weight is unbalanced at this time, the load will be added to the rear spacer connection point. In this way, if the forklift is not adjusted after removing the front spacer, the bolts and bushes at the joint of the rear spacer will not be removed due to the unbalanced load. If the bolts and bushes are pulled outward from the spacer connection under load, the rear end of the hanger will move, and the connecting bolts from the web of the upper beam to the installation side of the rear spacer will hit the front lug of the U-joint of the wing, and a bending load will be applied to the installation side.
 
−
%%% In the case of aviation maintenance, once the maintenance error occurs, the most direct cause is caused by human factors, and people, equipment and environment are mutually restricted and mutually influential. Therefore, it is necessary for macro maintenance for human error maintenance. Explain from the perspective
 
−
%%% "Indonesia's National Transportation Safety Agency (KNKT) disclosed on Tuesday the factors contributed to the crash of passenger plane Sukhoi Superjet 100 in Indonesia's province of West Java in May this year. 
 
  
−
Tatang Kurniadi, head of KNKT, said the crash that killed 45 people onboard the plane was mostly caused by human errors as flight panel controls in the plane were functioning properly during the ill-fated ""joy flight"" held on May 9 this year. 
+
:After a 20-month investigation, it was concluded that "Captain [-], as the pilot-in-command, must bear responsibility for the decision to land and take off in Dryden on the day in question. However, it is equally clear that the air transportation system failed him by allowing him to be placed in a situation where he did not have all the necessary tools that should have supported him in making the proper decision."
  
−
He said that the pilot was actually already warned by the plane' s Terrain Awareness Warning System (TAWS) that issued voice warning saying ""Terrain Ahead, Pull Up"" 38 seconds prior to the crash. 
+
===British Airways Flight 5390===
 +
:''Main wikipage: [[British Airways Flight 5390]]''
  
−
""Results of simulation conducted after the crash showed that TAWS was functioning well and gave the correct warning,"" Tatang told a press conference held in the country's transportation ministry here. 
+
:On 10 June 1990, British Airways Flight 5390 took off from Birmingham Airport in England and headed towards Málaga Airport in Spain. Shortly after takeoff, its windscreen panel separated from its frame, causing the explosive decompression of the cockpit. The plane's captain was sucked out of the cockpit and was blown partially out of the aircraft. The flight attendant succeeded to keep the captain's legs in the cockpit.
  
−
He added that the deadly impact between the plane and Mount Salak wall was avoidable should the pilot made maneuver to do so until 24 seconds after the initial warning issued by the TAWS. 
+
:This flight attendant believed that the captain is dead, but the crew was afraid that the captain's body can destroy the engine if released.
  
−
Another factor was the absence of warning to make a ""vector"" ( an order to change the direction from flight authority) as the authorized flight institution in Jakarta is yet to have minimum safe altitude limit in certain areas, including in the crash location, the tempo.co reported. 
+
:With the captain pinned against the window frame for twenty minutes, the first officer managed to land at Southampton Airport. Although the captain was seriously injured, he survived. No loss of life occurred.
  
−
The third factor was the persistence of distraction that led to pilot's unawareness in controlling the plane's flight. It showed conversations among crews that were not related to the flight at that time. That made the pilot did not do anything when the plane' s flight path was unintentionally out of its orbit. 
+
:The investigation determined that the windscreen panel was not properly installed on the airplane one day before the accident.
  
−
All 45 people onboard the plane perished instantly in the crash as the Russian-made passenger plane hit the wall of Mount Salak in Bogor regency, West Java. The plane was in demonstration flight duty to attract potential customers in Indonesia.
+
===Alaska Airlines Flight 261===
 +
:''Main wikipage: [[Alaska Airlines Flight 261]]''
  
−
Two Indonesian airlines have set procurement orders to use the plane for their fleets with deliveries on their orders are expected in the near future."
+
:Alaska Airlines Flight 261, a McDonnell Douglas MD-83 aircraft, experienced a fatal accident on January 31, 2000, in the Pacific Ocean. The two pilots, three cabin crewmembers, and 83 passengers on board were killed and the aircraft was destroyed.
−
%%% JAL123：After the tail damage, Boeing did not properly repair the damaged section. When replacing the damaged pressure wall plate, a whole joint plate should be used to connect the two panels to be connected and three rows of rivets should be used to fix them, but the maintenance personnel used two discontinuous joint plates, one with one row of rivets and the other with two rows of rivets. This results in a significant increase in stress on the metal skin near the joint and a reduction in resistance to metal fatigue of at least 70%. During the flight several years after maintenance, metal fatigue accumulated in the cabin due to repeated pressurization and decompression.The whole accident boils down to the maintenance man's irresponsibility
 
−
%%% Japan air self-defense force (jasdf) released an investigation report on June 10, which initially concluded that the f-35a fighter jet that crashed into the sea did not have mechanical problems, but that the crash was caused by human factors. Although the pilot did not have serious operational errors, his loss of space orientation during flight was the direct cause of the crash.
 
−
%%% "Korean air flight 801 (KAL801, KE801) is a Korean air flight from Seoul (now Seoul) to Guam. On August 6, 1997, the flight crashed just before landing at Guam's Antonio wangpat international airport.
 
  
−
The plane was a Boeing 747-300, with the fuselage registration number HL7468. The flight departed Seoul kimpo international airport at 2053 local time (2153 Guam time) on 5 August with a total of 17 crew members and 237 passengers on board.
+
:The subsequent investigation by the [[National Transportation Safety Board]] ([[NTSB]]) determined that inadequate maintenance led to excessive wear and catastrophic failure of a critical flight control system during flight. The probable cause was stated to be “a loss of airplane pitch control resulting from the in-flight failure of the horizontal stabilizer trim system jackscrew assembly’s acme nut threads. The thread failure was caused by excessive wear resulting from Alaska Airlines insufficient lubrication of the jackscrew assembly.
  
−
At 1am local time on August 6, flight 801 made preparations for landing. Due to heavy rain and poor visibility in Guam airspace, the pilot decided to make a manual landing. At about 1.40 am, the aircrew was cleared to land runway 6L. At 1:42 PM, the plane misjudged the location of the airport during the landing process. The crew mistakenly thought that the passenger plane had passed the head or could not see the location of the airport. They planned to lift and fly again. But the plane was five kilometers short of the 78-meter runway and crashed into the side of nimitz mountain at 201 meters.
+
:The stuck horizontal tail hinders operation of the balancing system. Investigators found that the maintenance took only about an hour to complete. In fact, the plane's manufacturer expected the maintenance work to take about four hours to complete, suggesting the mechanic wasn't up to the job.
  
−
(NTSB) indicated in its subsequent report that the main causes of the accident were as follows:
+
===China Airlines Flight 611===
 +
:''Main wikipage: [[China Airlines Flight 611]]''
  
−
When flight 801 was preparing to land on runway 6L, the tower staff told the Korean airlines crew that the Glide slope beacon in the instrument landing system had been shut down due to a fault. But at one point in the recording, possibly due to interference from other sources, the captain said he saw the glide path gauge move and asked the co-pilot if the glide path was really malfunctioning. As for the Minimum Safe Altitude Warning system (m-saw), it was frequently misreported by the wrong signals in the vicinity of the airport. As a result, it was repeatedly corrected by the engineers, which resulted in the effective range of the system being further away from the airport and unable to cover the surrounding area near the airport. The pilot of flight 801 did not strictly follow the manual landing procedure when it happened, and he lowered the flight altitude too early, relying too much on automatic operation. The crew of flight 801 was tired."
+
:On May 25, 2002, China Airlines Flight 611, Boeing 747-200, took off Taiwan's Zhongzheng International Airport while heading to Hong Kong International Airport, but broke into pieces in mid-air and crashed in the waters near Penghu, killing all 206 passengers and 19 crew members on board. The accident was the result of metal fatigue caused by inadequate maintenance after a previous incident.
−
%%% "Lion air flight JT610 crashes in Indonesia
 
  
−
The 737Max has automatic head protection. However, this protection system only adopts the data of the main AOA (Angle of attack) sensor, and does not check the consistency of the data of other AOA sensors, which is a very low-level design error. The main cause of the air crash was the fault of the main AOA sensor, sending out wrong data, which led to the system mistakenly thinking that the Angle of attack was too high and was about to stall, desperately lowering the nose, but the pilot failed to correct the error, and finally dived into the sea."
+
:During the permanent maintenance of China Airlines, the maintenance personnel discovered the severe metal fatigue skin and, instead of replacing the whole skin according to the structural maintenance manual prescribed by Boeing, just covered the area with an aluminum plate similar in size to the damaged skin. However, the maintenance personnel indicated on the maintenance record that the maintenance was carried out in accordance with the Boeing maintenance guidelines. Follow-up maintenance personnel believed his maintenance record and were not checked.
−
%%% "mechanical breakdown
 
−
Bad weather
 
  
−
Electromagnetic interference
+
:In fact, after investigation, it was found that the aircraft had maintenance records before the accident and the tail skin was damaged, but the maintenance personnel did not replace the whole skin according to the requirements of the maintenance manual. But only the damaged part was repaired. After the aircraft climbed, the accumulated metal fatigue here led to the falling off of the whole tail, which eventually led to the crash of the aircraft. This is very similar to the original [[Aloha Airlines Flight 243|Aloha accident in the United States]], which is caused by the accumulated metal fatigue caused by long-term rain erosion.
  
−
Pilot error
+
:The reason is that on February 7, 1980, the aircraft damaged the machine tail skin at the time of flying, and was transported back to Taiwan for temporary maintenance on the same day. However, it only covers the area with an aluminum plate with an area that is similar to the damaged skin, and does not replace the one-piece skin with the maintenance guidelines prescribed by Boeing, which thus accumulates the metal fatigue. After the crack, the aircraft tail fell off and out of control, and finally crashed through the loss of pressure and control.
  
−
Ground crew maintenance error
+
===Colgan Air Beech 1900D===
−
 
+
:''Main wikipage: [[Colgan Air Beech 1900D]]''
−
Pilot/ground crew communication error"
+
:On August 26, 2003, a Colgan Air Beech 1900D crashed just after takeoff from Hyannis, Massachusetts. Both pilots were killed.
−
%%% Most of the causes of plane crash are caused by human factors, common ground command error, crew coordination is not coordinated, maintenance testing is not strict, the pilot did not do their job. Take the 2009 crash of air France flight 447, which killed all 228 people on board because of pilot misconduct and technical problems with the airbus A330.
 
−
%%% "Most of the causes of the plane crash are caused by human factors, such as the ground command error, the crew cooperation is not coordinated, the maintenance and inspection are not strict, and the pilot does not do his job well. Take the crash of Air France Flight 447 in 2009 for example, because of the improper operation of the pilot and the technical hidden danger of Airbus A330, all 228 people on board were killed.Cause of machine failure
 
−
 
 
−
No matter what machine it is, it can't avoid failure, so can the plane. But the machine on the plane seldom breaks down. If it breaks down, the crew will take corresponding measures. But if the crew's cooperation is not good, the danger is also inevitable. The crash of A-310 in 1996 was caused by faults that could have been eliminated, but the crew members did not agree with each other and did not obey the instructions on the instruments.Environmental Meteorological reasons
 
−
 
 
−
Weather is another major cause of the plane crash. There are unpredictable weather events, so the air crash may happen at any time. But this kind of probability is very small, the airport will delay or cancel flights in case of bad weather. In 2006, Armenian A-320 plane crashed because of bad weather."
 
−
%%% "On August 22, 1981, a Boeing 737 passenger plane from Taiwan's ""Far East Airline"" flew from Taipei to Kaohsiung and crashed in the vicinity of Miaoli County. 104 passengers and 6 crew members on board were all killed.
 
−
 
 
−
After the incident, the investigation found that the aircraft crashed from Taipei to Kaohsiung on August 5 of that year, and there was a situation of pressure loss in the cabin. The rear body was severely corroded, causing the fuselage skin to rupture and disintegration.
 
−
 
 
−
Like the Malaysia Airlines lost passenger plane, the CI611 flight accident occurred very suddenly. The contact between the pilot and the ground tower before the accident was normal. There was no precursor. The radar record showed that the CI611 split into four large structures before crashing. Sea. The investigators found that one of the tail skins had been repaired and had a strong fuel smell, which confirmed that the skin had severe metal fatigue. After checking the maintenance records of the aircraft, the entire air crash was discovered. Beginning and ending:
 
−
 
 
−
On February 7, 1980, the aircraft was damaged by the tail of the aircraft during the flight, and was transported back to Taiwan for temporary maintenance. However, China Airlines only covered the area with an aluminum plate of the same size as the damaged skin, and did not replace the entire skin with the maintenance instructions set by Boeing. This repaired part accumulated metal fatigue.
 
−
 
 
−
After the split, the aircraft tail fell off and lost control, and finally crashed due to loss of pressure and loss of control."
 
−
%%% On August 24, 2010, Henan Airlines Co., Ltd. B3130 ERJ-190 regional passenger plane carried out the VD8387 Harbin-Yichun flight mission, took off at Harbin airport at 20:51, this plan landed at Yichun Lindu airport at 21:40, but crashed ahead of time at about 22:10 outside the runway 690 meters from Yichun Lindu airport. 42 people were killed and 54 survived.
 
−
%%% On August 31, 1983, Korean air flight 007 flew from Alaska to Seoul, Korea. On September 1, the plane was shot down by a Soviet air force su-15 interceptor in international waters southwest of sakhalin island after it strayed into Soviet airspace due to a pilot error. The interceptor had not flown in front of the plane before shooting it down. It had not reported that it was a Boeing with a portholes, not an rc-135, nor had it fired tracer bullets. Even later, the pilot who was ordered to shoot down the plane claimed that he shot it down decisively, even though he knew he was dealing with a passenger plane, because "western fighters often pretend to be passenger planes..." All 240 passengers and 29 crew members died.
 
−
%%% On June 2, 1978, the aircraft had damaged the tail of jal115 when it landed at IDAN airport.Boeing did not properly repair the damaged area after the tail was damaged. When replacing the damaged pressure wall panel, a whole joint plate should be used to connect the two panels to be connected, and three rows of rivets should be used to fix them. However, the maintenance personnel used two discontinuous joint plates, one with one row of rivets and the other with two rows of rivets. This makes the stress of the metal skin near the joint increase significantly, and the resistance to metal fatigue decreases by at least 70%. During the flight several years after the maintenance, the metal fatigue in the cabin is accumulating because of the multiple pressurization and decompression in the cabin. According to the calculation of the ex post investigators, the repair can only take about 10000 flights, and the flight is the 12319th flight after the crash.When the aircraft climbs to about 7000 meters, the accumulated metal fatigue of the pressure wall panel reaches the limit, and it can no longer bear the pressure difference and break. As a result, explosion and decompression occurred in the engine room. High pressure air rushed into the tail, blowing down the vertical tail directly and tearing off the main hydraulic pipeline, which made the pilot unable to control the aircraft normally.The pilots and engineers on the wrecked plane struggled with the plane for half an hour under the condition of nearly completely out of control, and tried to avoid the continuous mountain terrain before the crash, showing great efforts and Technology (after the accident, no investigators and pilots who simulated the situation at that time could fly for half an hour under the same circumstances). However, at that time, the captain showed sluggish response (failed to respond to colleagues' requests and tower calls for many times) and operational errors (did not choose to descend to the respirable state under high altitude hypoxia; the flight engineer proposed to use the oxygen mask to answer the permission but did not implement it; after losing control of the aircraft, he still insisted on returning to Yutian airport rather than going to the nearest airport Nagoya landing) has also been criticized, but given that the crew has always been in a state of high tension and hard handling of the joystick, these mistakes are not hard to understand.
 
−
%%% "On March 10, 2019, an Ethiopian airlines B7 37MAX(registration number et-avj) carrying out a flight betweenAddis ababa and Nairobi, Kenya crashed six minutes aftertake-off, killing all 149 passengers and eight crew memberson board (figure 01). An atlas air B767 cargo plane
 
−
 
 
−
(registration no. N1217A) ""lost control"" during an approach toHouston airport on February 23, 2019, resulting in the deathof a passenger.
 
−
 
 
−
The initial cause of the accident is: the aircraft left the ground due tothe left and right Angle of attack reading inconsistent (left Angle ofattack reading error), the left side of the cockpit stall shake barwarning. In the case of manual flight, after the flap is closed, theaircraft's unique maneuver characteristics enhancement system (MCAS[3]) instructs the aircraft to descend automatically. The flightcrew cannot overcome the downward descent of the horizontal stabilizer operated by the pilot lever and the elevator operated by themanual pitch balance, and the aircraft eventually crashes. Aircraft design defects, aircraft maintenance quality, aircrew for memorizationof the application of the project, the airline information transmissionare worth thinking. "
 
−
%%% On March 23, 1994, flight 593 of Russia flew from Moscow to Hong Kong, China. The mission of this flight is an a310-304. When the plane entered Siberia, it reached a height of 10000 meters. At this time, the flight status of the aircraft is all normal, the captain will adjust the aircraft to the autopilot status according to the specified procedures, and return to the cabin for rest. After the captain leaves the cockpit, there are only two crew members left in the cockpit, namely the first and second co captains.When the flight was in the state of flight, the first co pilot, in order to surprise his son, put forward the idea of letting his son and his daughter visit the cockpit. The captain's son, 15, was curious about the cockpit of the plane and immediately agreed to his father's invitation. Later, the first co pilot took his children to the cockpit of the plane, and let his son sit in the captain's seat to experience the pleasure of being a pilot.The first co pilot made a big mistake. In order to let his son fully experience it, he even lifted the autopilot of the plane. The 15-year-old son held the joystick for a long time, turning first to the left and then to the right, causing the plane to tilt severely, and then stall down. When the two co pilots found that the aircraft was in abnormal condition, they tried to control the aircraft again. However, due to the sharp turn and rapid descent of the aircraft, the gravity and centrifugal force borne by the Deputy captain is more than twice of his weight, so he can't return to the captain's seat at all, and his son can't get up and leave his seat.When the plane finally flew smoothly, and the first co pilot finally sat on the seat to control the plane again, it was too late. Due to the low altitude, the plane finally crashed on a jungle slope 100 km east of kusnez, killing all 63 passengers and 12 crew members.
 
−
%%% "On March 23, 1994, Russian Airlines Flight 593, which was carried by Airbus A310, flew from Mosgow to Hong Kong, but it crashed in Siberia in the middle of the journey. All 75 people on board were killed.
 
−
 
 
−
The ridiculousness of the cause of the accident is the highest in civil aviation history: the second co-pilot, Yaroslav Kudrinsky, let his two children play the control panel.
 
−
 
 
−
Based on the cockpit recordings found after the accident, Kudrinsky let his two children (Yana, 12, and Eldar, 15) enter the cockpit in the middle of the night. Both children sat in the captain's seat and played the control panel. The control panel should not be activated when the aircraft is in automatic driving. But when Eldar pushed the control panel down for a full 30 seconds, the system was forced to return to manual driving. When the captain and the co-driver returned to their seats to control the control panel, everything was too late. The plane crashed into the mountains below, and all the crew were killed.
 
−
 
 
−
Investigate the cause
 
−
 
 
−
1. The main cause/cause (the pilot is wrong, let the 15-year-old boy fly the plane)
 
−
 
 
−
After listening to the tape of the cockpit's call recorder, the investigators found that before the incident, the captain left the cockpit in the normal cabin and rested in the cabin. Only the first captain and the second captain were in the cockpit. At that time, the first deputy captain brought two children, aged 15 and 12, to the cockpit to visit, and let them sit in the captain's seat to ""learn"" flight. Shortly after his son turned left by the computer in his autopilot, the aircraft suddenly turned to the right and tilted to the right and descended. The flight recorder showed that the autopilot system was maintained at 33,000 feet. The altitude indication automatically increases the engine horsepower and the height of the machine, and the aircraft is too high, causing the guests on board (including the captain who is resting in the cabin, the 15-year-old first captain son in the captain’s seat and The first officer of the seat behind the captain's seat was pressed against the seat due to inertia. Only the second officer in the seat of the assistant captain could pull the lever to try to control the uncontrolled aircraft. When the second captain pulled the nose too high and the second stall and entered the spiral, the first captain successfully changed his seat with his son, and took the captain’s seat and the second officer. At the same time try to control the falling plane. Although they eventually stopped the plane from falling, it had dropped too much and the two captains did not notice the drop. Almost immediately after they succeeded in making the plane fly horizontally, they immediately hit the mountain and exploded. The captain has never had a chance to return to the cockpit.
 
−
 
 
−
2, other reasons (aircraft automatic driving system design defects and pilot training issues)
 
−
 
 
−
If the aircraft is being operated by an automatic driving system, in theory, even if the son of the first vice captain turns the aircraft to the left with the operating lever, it should not affect the normal flight of the aircraft. After using the simulated flight cabin test of the A310, the investigators found that as long as the operator made an instruction that did not comply with the automatic driving instruction for more than 30 seconds, some of the automatic driving will be automatically cancelled and no warning will be issued to cancel the automatic driving. Russian-made aircraft will issue an alarm in this case), and other parts that were originally operated by the automatic driving system will still maintain automatic driving. Therefore, in this accident, since the son of the first assistant captain turned the operating lever left for more than 30 seconds, the directional operating portion of the automatic driving system was thus released, and the manual operation was reversed. However, because the other parts were still operated by the autopilot system, when the system found that the aircraft was descending due to long-term right turn, the machine first tried to return to the set flight altitude of 33,000 feet, thus causing a series of problems.
 
−
 
 
−
In the second stall, the autopilot system is fully automatically released because the flight action has exceeded the design limit. However, because the aircraft's system can automatically prevent the stall of the stall from falling, so the crew will automatically resume horizontal flight as long as they let go and do not control the aircraft. However, because the crew was not trained to be informed that the A310 autopilot system might be partially disarmed, and that the aircraft had an emergency design to prevent stalling, it eventually caused the accident."
 
−
%%% On March 27, 1977, a Dutch Boeing 747 and an American Boeing 747 collided on the runway at los lodes airport in Spain. Because both of the planes were large passenger jets full of fuel and crew, in a flash, 583 passengers and crew members died, with only 61 surviving. The incident was the deadliest in a plane-related disaster and the deadliest plane crash to date. Confused instructions and jammed radio communication were the main causes of the accident.
 
−
%%% "On May 25, 2002, Taiwan China Airlines Flight CI611 crashed in the waters near Penghu, killing all 225 passengers and crew on board, making it the most shocking air crash in Taiwan in recent years.
 
−
 
 
−
The reason is that on February 7,1980, the aircraft damaged the machine tail skin at the time of flying, and was transported back to Taiwan for temporary maintenance on the same day. However, it only covers the area with an aluminum plate with an area that is similar to the damaged skin, and does not replace the one-piece skin with the maintenance guidelines prescribed by Boeing, which thus accumulates the metal fatigue. After the crack, the aircraft tail fell off and out of control, and finally crashed through the loss of pressure and control."
 
−
%%% "On May 8, 1997, the Boeing 737-300 b-2925 of China southern airlines crashed during the landing of flight CZ3456 from chongqing to shenzhen. 65 passengers were on board, 33 of them dead, 9 of them in the flight crew, 2 of them dead.
 
−
 
 
−
Due to the heavy rain in the night flight, poor visibility, water on the runway, light effect is not good, see the ground is not clear. In this case, the aircrew did not take the go-around measures decisively and continued to approach and descend in violation of the regulations, delaying the opportunity. This is the main reason for the abnormal landing and the final cause of the accident.
 
−
 
 
−
When the plane approached the platform at an altitude of 170 feet, a ""glide path low"" warning appeared in the cockpit. Subsequently, the crew corrected the plane to return to the normal glide track, but did not reduce the throttle. The plane was able to see the plane face for 2 to 3 seconds before the plane grounded."
 
−
%%% "Photos of the co pilot of the German wing crash were exposed. On March 26, French prosecutors held a conference to update the latest details of the investigation of the German wing plane crash. Prosecutors said the German wing airliner crashed on the 24th was driven by German Deputy pilot Andreas lubitz before crashing into the Alps. It seems that he deliberately manipulated the airliner to crash into the mountains. And the people on the plane didn't know until the last minute that the tragedy was about to happen. Andreas Ruz, the co pilot of the German wing airline 4u9525, was operating the plane before the crash, and was suspected of deliberately lowering the height of the plane, resulting in a mountain crash, French investigators said Tuesday.
 
−
 
 
−
A Airbus A320 from Barcelona, Spain, To Dusseldorf, Germany, crashed Thursday in the mountains of the French upper Provence Alps, killing 144 passengers and six crew members. When the captain tried to return to the cockpit, rupitz ""refused to open the cockpit door to the captain, and actively began to lower the flight altitude"".
 
  
−
Robin said that during the whole process, although the captain ""slammed"" on the hatch door, rupitz did not respond, did not speak, breathed normally and consciously until the plane fell to the ground. ""He's breathing normally, not before someone's going to start something. He didn't say a word."
+
:The improper replacement of the forward elevator trim cable and subsequent inadequate functional check of the maintenance performed that resulted in a reversal of the elevator trim system and a loss of control in flight. Factors were the flight crew's failure to follow the checklist procedures and the aircraft manufacturer's erroneous depiction of the elevator trim drum in the maintenance manual.
−
%%% "pilot error
 
  
−
Such accidents are common. After all, pilots are human, and even with professional training, there is no guarantee that they will never make a mistake. For example, the Japan airlines flight 350 crash in 1982 was caused by a mentally ill captain who deliberately turned on the thrust reverser of the plane's engine in an attempt to crash the plane, which eventually crashed into the water, killing 24 passengers. The 1995 Romania crash was caused by the captain's sudden incapacitation before the plane landed; On American airlines flight 587 in 2001, the pilot overused the rudder and bent the tail. Even more bizarre was the tragic crash of aeroflot flight 593 in 1994, which may have been caused by the captain's attempt to give his 15-year-old son a taste of the flying experience"
+
===Chalk's Ocean Airways Flight 101===
−
%%% "The DC-10 left Chicago O'Hare on the Friday afternoon of Memorial Day weekend only for its left engine to detach from its wing and fall off, rolling the plane in the air and sending it crashing to earth just a mile from the runway.The plane ""burst into a pillar of flame and smoke that could be seen up to eight miles away,"" the Chicago Tribune reported at the time. All 271 people on board and two on the ground were killed in what remains America's worst aviation disaster.The plane ""burst into a pillar of flame and smoke that could be seen up to eight miles away,"" the Chicago Tribune reported at the time. All 271 people on board and two on the ground were killed in what remains America's worst aviation disaster.
+
:''Main wikipage: [[Chalk's Ocean Airways Flight 101]]''
 +
:On December 19, 2005, a Grumman Turbo Mallard (G-73T) amphibious airplane, N2969, operated by Flying Boat, Inc., doing business as Chalk’s Ocean Airways flight 101, crashed into a shipping channel adjacent to the Port of Miami, Florida, shortly after takeoff from the Miami Seaplane Base. Flight 101 was a regularly scheduled passenger flight to Bimini, Bahamas, with 2 flight crewmembers and 18 passengers on board. The airplane’s right wing separated during flight. All 20 people aboard the airplane were killed, and the airplane was destroyed by impact forces. Flight 101 was operating under the provisions of 14 Code of Federal Regulations Part 121 on a visual flight rules flight plan. Visual meteorological conditions prevailed at the time of the accident.
  
−
The crash was found to be the result of a shortcut taken by removing the plane's engines for maintenance, cracking an aluminium component which held the engine to the wing."
+
:​The [[National Transportation Safety Board]] determines that the probable cause of this accident was the in-flight failure and separation of the right wing during normal flight, which resulted from (1) the failure of the Chalk's Ocean Airways maintenance program to identify and properly repair fatigue cracks in the right wing and (2) the failure of the [[Federal Aviation Administration]] ([[FAA]]) to detect and correct deficiencies in the company's maintenance program.
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%%% "The jal 123 disaster occurred in 1985, the second deadliest air crash after tenerife, which killed 583 people. The jal 123 disaster is still unforgettable. 
 
  
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The original crash had damaged the tail seven years earlier, but the damage had not been properly repaired. The metal used in the repairs can only withstand about 10, 000 flights, and the crash was the 12, 000th such flight. So as the plane climbed and flew, the metal that had been repaired in the tail broke under pressure, leading to a series of tragedies."
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:The complete report is published on [https://www.ntsb.gov/investigations/AccidentReports/Pages/AAR0704.aspx ntsb.gov/investigations]
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%%% "There is a famous air crash accident in 1994 which happened in Xian.It was caused by the auto-guiding machine which was done by people incorrectly.To our pity ,there are no one surviving in this horrible accident.
 
  
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And the result of the research is people should be stricted with the rules of plane and take whole charge of their responsibility to ensure passengers’safety."
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==See also==
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*https://www.faa.gov/data_research/accident_incident/

Latest revision as of 15:35, 20 March 2023

This list of maintenance-related failures is a listing of incidents and accidents that have been, partially or completely, caused by human errors in aircraft maintenance.


Incidents

Eastern Air Lines Flight 855

Main wikipage: Eastern Air Lines Flight 855
At 08:56 on May 5, 1983, Eastern Air Lines, Inc., Flight 855, a Lockheed L-1011, with 10 crewmembers and 162 passengers on board, departed Miami International Airport en route to Nassau, Bahamas.
About 09:15, while descending through 15,000 feet, the low oil pressure light on the No. 2 engine illuminated. The No. 2 engine was shut down, and the captain decided to return to Miami to land. The airplane was cleared to Miami and began a climb to FL 200. While en route to Miami, the low oil pressure lights for engines Nos. 1 and 3 illuminated.
At 09:28, while at 16,000 feet, the No. 3 engine flamed out. At 0933:20, the No. 1 engine flamed out while the flightcrew was attempting to restart the No. 2 engine. The airplane descended without power from about 13,000 feet to about 4,000 feet, at which time the No. 2 engine was restarted.
The airplane made a one-engine landing at Miami International Airport at 09:46. There were no injuries to the occupants.
The National Transportation Safety Board determines that the probable cause of the accident was the omission of all the O-ring seals on the master chip detector assemblies leading to the loss of lubrication and damage to the airplane's three engines as a result of the failure of mechanics to follow the established and proper procedures for the installation of master chip detectors in the engine lubrication system, the repeated failure of supervisory personnel to require mechanics to comply strictly with the prescribed installation procedures, and the failure of Eastern Air Lines management to assess adequately the significance of similar previous occurrences and to act effectively to institute corrective action.
Contributing to the cause of the accident was the failure of Federal Aviation Administration maintenance inspectors to assess the significance of the incidents involving master chip detectors and to take effective surveillance and enforcement measures to prevent the recurrence of the incidents.
The FAA report is published on faa.gov/about/initiatives

Excalibur Airways Airbus 320

Main wikipage: Excalibur Airways Airbus 320
On August 26, 1993, an Excalibur Airways Airbus 320 took off from London-Gatwick Airport (LGW) and exhibited an undemanded roll to the right on takeoff, a condition which persisted until the aircraft landed back at LGW 37 minutes later. Control of the aircraft required significant left sidestick at all times and the flight control system was degraded by the loss of spoiler control.
Technicians familiar with Boeing 757 flap change procedures lacked the knowledge required to correctly lock out the spoilers on the Airbus during the flap change work that was done the day before the flight. Turnover to technicians on the next shift compounded the problem. No mention of incorrect spoiler lockout procedure was given since it was assumed that the 320 was like the 757. The flap change was operationally checked, but the spoiler remained locked out incorrectly and was not detected by the flight crew during standard functional checks.

Lufthansa Airbus A320

Main wikipage: Lufthansa Airbus A320
On March 20, 2001 a Lufthansa Airbus A320 almost crashed shortly after takeoff because of reversed wiring in the captain's sidestick flight control. Quick action by the co-pilot, whose sidestick was not faulty, prevented a crash
The investigation has focused on maintenance on the captain's controls carried out by Lufthansa Technik just before the flight. During the previous flight, a problem with one of the two elevator/aileron computers (ELAC) had occurred. An electrical pin in the connector was found to be damaged and was replaced. It has been confirmed that two pairs of pins inside the connector had accidentally been crossed during the repair. This changed the polarity in the sidestick and the respective control channels "bypassing" the control unit, which might have sensed the error and would have triggered a warning. Clues might have been seen on the electronic centralized aircraft monitor (ECAM) screen during the flight control checks, but often pilots only check for a deflection indication, not the direction. Before the aircraft left the hangar, a flight control check was performed by the mechanic, but only using the first officer's sidestick.

Accidents

American Airlines Flight 191

Main wikipage: American Airlines Flight 191
The worst aviation accident in the United States happened on May 25, 1979. The American Airlines, Inc., Flight 191, a McDonnell-Douglas DC-10-10 aircraft, crashed into an open field about 4,600 ft northwest of the departure end of runway 32R at Chicago-O'Hare International Airport, Illinois.
Eight weeks before the disaster, the last repair of the plane damaged the overhead engine tower installed on the plane. The crash was found to be the result of a shortcut taken by removing the plane's engines for maintenance, cracking an aluminum component which held the engine to the wing.
In order to save more than 200 hours of maintenance time and money, the engine and the "dragon" (Pylon, suspended structure) between the engine and wings removed and put together all night just back, so that in the Pylon and cracks caused by the wing joint area. This was a violation of DC-10-10 design original McDonnell Douglas maintenance procedures.
When the American Airlines Flight 191 took off from O'Hare, the engine fell off the plane and landed on the runway, cutting off the electrical system and spilling hydraulic oil. Because of the airplane design, the pilots couldn't see the wing and didn't realize they were losing liquid oil. While being unaware of the real situation, the pilots carried out the wrong handling procedures. The damaged left has stalled, the plane dived and crashed, killing 273 people on the board and two people on the ground.
It was the fourth fatal crash on the DC-10 since its inception, with 622 people killed in all four DC-10 crashes. The complete report is published on ntsb.gov/investigations. The FAA report is published on faa.gov/about/initiatives

Japan Airlines Flight 123

Main wikipage: Japan Airlines Flight 123
On August 12, 1985, the Japan Airlines Flight 123 suffered mechanical failures 12 minutes into the flight and 32 minutes later crashed into a mountain while killing 15 crew members and 509 passengers on board. Till now, this is the second deadliest disaster in the history of aviation.
The aircraft was involved in a tail strike incident seven years earlier, on 2 June 1978, which damaged the rear bulkhead. However, the repair of the damaged section had not been properly repaired. When replacing the damaged pressure wall plate, a whole joint plate should be used to connect the two panels to be connected and three rows of rivets should be used to fix them, but the maintenance personnel used two discontinuous joint plates, one with one row of rivets and the other with two rows of rivets. This results in a significant increase in stress on the metal skin near the joint and a reduction in resistance to metal fatigue of at least 70%.
The metal used in the repairs can only withstand about 10,000 flights, and the Flight 123 was the 12319th flight after the crash. During the flight several years after maintenance, metal fatigue accumulated in the cabin due to repeated pressurization and decompression. Eventually, the rear bulkhead gave way leads to the failure of all 4 hydraulic systems, which disabled the aircraft's control disabled and, when the aircraft became uncontrollable, led to the disaster.
When the aircraft climbed to about 7,000 meters, the accumulated metal fatigue of the pressure wall panel reached the limit, and it could no longer bear the pressure difference and break. As a result, explosion and decompression occurred in the engine room. High pressure air rushed into the tail, blowing down the vertical tail directly and tearing off the main hydraulic pipeline, which made the pilot unable to control the aircraft normally.
The pilots and engineers on the wrecked plane struggled with the plane for half an hour under the condition of nearly completely out of control, showing great efforts. Instead of failed hydraulic systems, the pilots heroically used the engine accelerations and de-accelerations to direct the plane. However, the huge size of the plane and continuous mountain terrain made their task impossible. After the accident, no investigators and pilots who simulated the situation at that time could fly for half an hour under the same circumstances.

Aloha Airlines Flight 243

Main wikipage: Aloha Airlines Flight 243
On April 28, 1988, at 1346, a Boeing 737-200, N73711, operated by Aloha Airlines Inc., as flight 243, experienced an explosive decompression and structural failure at 24,000 feet, while en route from Hilo, to Honolulu, Hawaii. Approximately 18 feet of the cabin skin and structure aft of the cabin entrance door and above the passenger floorline separated from the airplane during flight. There were 89 passengers and 6 crewmembers on board. One flight attendant was swept overboard during the decompression and died; 7 passengers and 1 flight attendant received serious injuries. The flightcrew performed an emergency descent and landing at Kahului Airport on the Island of Maui.
Failure of the Aloha Airlines maintenance program to detect the presence of significant disbonding and fatigue damage ultimately led to failure of the lap joint at S-10L and the separation of the fuselage upper lobe, which is believed to be the probable cause of the accident.
The cited contributing causes include:
  1. The failure of Aloha Airlines management to supervise properly its maintenance force;
  2. The failure of the FAA to evaluate properly the Aloha Airlines maintenance program and to assess the airline's inspection and quality control deficiencies;
  3. The failure of the FAA to require Airworthiness Directive 87-21-08 inspection of all the lap joints proposed by Boeing Alert Service Bulletin SB 737-53A1039; and
  4. The lack of a complete terminating action (neither generated by Boeing nor required by the FAA) after the discovery of early production difficulties in the B-737 cold bond lap joint which resulted in low bond durability, corrosion, and premature fatigue cracking.
The FAA report is published on faa.gov/about/initiatives

Air Ontario Flight 1363

Main wikipage: Air Ontario Flight 1363
Air Ontario Flight 1363, a Fokker F-28 jet, crashed during takeoff from Dryden Municipal Airport, Ontario, Canada on March 10, 1989. Of the 69 persons on board, 24 suffered fatal injuries.
The aircraft had suffered from a malfunctioning auxiliary power unit (APU) for the five days preceding the accident. Throughout the week preceding March 10, Air Ontario maintenance attempted, with limited success, to cure the APU problems. On March 9 it was decided to defer the repair of the APU until the aircraft returned to Toronto on the night of March 10. This meant that the aircraft was dispatched with the APU inoperable.
On the morning of March 10, the jet departed Winnipeg on a round trip flight to Dryden, Thunder Bay and back. Since no external power unit was available at Dryden, the engines couldn't be restarted in case of engine shutdown on the ground.
The flight to Thunder Bay was unentful apart from a slight delay due to poor weather at Thunder Bay. As the aircraft was prepared for the return flight, it appeared that the aircraft was overweight as a result of ten additional passengers having transferred to the flight due to an earlier cancellation. The Air Ontario duty manager decided to off-load fuel and to arrange refuelling at Dryden. This caused an additional delay of 35 minutes.
The Fokker F-28 departed Thunder Bay at 11:55 hours EST, about one hour behind schedule. The aircraft landed at Dryden at 11:39 hours CST. It began to snow lightly when the aircraft landed.
Between 11:40 and 12:01, Air Ontario 1363 was refuelled with the right engine operating and with the passengers remaining on board the aircraft. This so called 'hot refuelling' procedure was followed because the APU was unserviceable. Eight passengers deplaned in Dryden and seven passengers boarded the aircraft.
Meanwhile, snow was accumulating on the wings, forming a layer of 1/8-1/4 inch. No de-icing was done because de-icing with either engine running was prohibited by both Fokker and Air Ontario.
The aircraft then taxied to runway 29 for departure, but was instructed to hold as there was a Cessna 150 on approach. The snow was continuing to fall heavily, becoming increasingly thick on the wings.
At 12:09 the aircraft started it's takeoff roll on the slush-covered runway 29. There was an accumulation of at least one-half inch of wet, layered snow on the wings of the F-28 as it began its takeoff roll.
After a longer than normal takeoff roll, the aircraft was rotated near taxiway Alpha, at approximately the 3500 foot mark. The aircraft lifted off slightly, began to shudder, and then settled back down onto the runway. The takeoff roll then continued and the aircraft was rotated a second time, finally lifting off at approximately the 5700 mark of the 6000 foot runway. It flew over the end of the runway approximately 15 feet above the ground. It thereafter failed to gain altitude and mushed through the air in a nose-high attitude, before commencing to strike trees.
The aircraft crashed and came to rest in a wooded area, 3156 feet past the runway end and caught fire.
After a 20-month investigation, it was concluded that "Captain [-], as the pilot-in-command, must bear responsibility for the decision to land and take off in Dryden on the day in question. However, it is equally clear that the air transportation system failed him by allowing him to be placed in a situation where he did not have all the necessary tools that should have supported him in making the proper decision."

British Airways Flight 5390

Main wikipage: British Airways Flight 5390
On 10 June 1990, British Airways Flight 5390 took off from Birmingham Airport in England and headed towards Málaga Airport in Spain. Shortly after takeoff, its windscreen panel separated from its frame, causing the explosive decompression of the cockpit. The plane's captain was sucked out of the cockpit and was blown partially out of the aircraft. The flight attendant succeeded to keep the captain's legs in the cockpit.
This flight attendant believed that the captain is dead, but the crew was afraid that the captain's body can destroy the engine if released.
With the captain pinned against the window frame for twenty minutes, the first officer managed to land at Southampton Airport. Although the captain was seriously injured, he survived. No loss of life occurred.
The investigation determined that the windscreen panel was not properly installed on the airplane one day before the accident.

Alaska Airlines Flight 261

Main wikipage: Alaska Airlines Flight 261
Alaska Airlines Flight 261, a McDonnell Douglas MD-83 aircraft, experienced a fatal accident on January 31, 2000, in the Pacific Ocean. The two pilots, three cabin crewmembers, and 83 passengers on board were killed and the aircraft was destroyed.
The subsequent investigation by the National Transportation Safety Board (NTSB) determined that inadequate maintenance led to excessive wear and catastrophic failure of a critical flight control system during flight. The probable cause was stated to be “a loss of airplane pitch control resulting from the in-flight failure of the horizontal stabilizer trim system jackscrew assembly’s acme nut threads. The thread failure was caused by excessive wear resulting from Alaska Airlines insufficient lubrication of the jackscrew assembly.
The stuck horizontal tail hinders operation of the balancing system. Investigators found that the maintenance took only about an hour to complete. In fact, the plane's manufacturer expected the maintenance work to take about four hours to complete, suggesting the mechanic wasn't up to the job.

China Airlines Flight 611

Main wikipage: China Airlines Flight 611
On May 25, 2002, China Airlines Flight 611, Boeing 747-200, took off Taiwan's Zhongzheng International Airport while heading to Hong Kong International Airport, but broke into pieces in mid-air and crashed in the waters near Penghu, killing all 206 passengers and 19 crew members on board. The accident was the result of metal fatigue caused by inadequate maintenance after a previous incident.
During the permanent maintenance of China Airlines, the maintenance personnel discovered the severe metal fatigue skin and, instead of replacing the whole skin according to the structural maintenance manual prescribed by Boeing, just covered the area with an aluminum plate similar in size to the damaged skin. However, the maintenance personnel indicated on the maintenance record that the maintenance was carried out in accordance with the Boeing maintenance guidelines. Follow-up maintenance personnel believed his maintenance record and were not checked.
In fact, after investigation, it was found that the aircraft had maintenance records before the accident and the tail skin was damaged, but the maintenance personnel did not replace the whole skin according to the requirements of the maintenance manual. But only the damaged part was repaired. After the aircraft climbed, the accumulated metal fatigue here led to the falling off of the whole tail, which eventually led to the crash of the aircraft. This is very similar to the original Aloha accident in the United States, which is caused by the accumulated metal fatigue caused by long-term rain erosion.
The reason is that on February 7, 1980, the aircraft damaged the machine tail skin at the time of flying, and was transported back to Taiwan for temporary maintenance on the same day. However, it only covers the area with an aluminum plate with an area that is similar to the damaged skin, and does not replace the one-piece skin with the maintenance guidelines prescribed by Boeing, which thus accumulates the metal fatigue. After the crack, the aircraft tail fell off and out of control, and finally crashed through the loss of pressure and control.

Colgan Air Beech 1900D

Main wikipage: Colgan Air Beech 1900D
On August 26, 2003, a Colgan Air Beech 1900D crashed just after takeoff from Hyannis, Massachusetts. Both pilots were killed.
The improper replacement of the forward elevator trim cable and subsequent inadequate functional check of the maintenance performed that resulted in a reversal of the elevator trim system and a loss of control in flight. Factors were the flight crew's failure to follow the checklist procedures and the aircraft manufacturer's erroneous depiction of the elevator trim drum in the maintenance manual.

Chalk's Ocean Airways Flight 101

Main wikipage: Chalk's Ocean Airways Flight 101
On December 19, 2005, a Grumman Turbo Mallard (G-73T) amphibious airplane, N2969, operated by Flying Boat, Inc., doing business as Chalk’s Ocean Airways flight 101, crashed into a shipping channel adjacent to the Port of Miami, Florida, shortly after takeoff from the Miami Seaplane Base. Flight 101 was a regularly scheduled passenger flight to Bimini, Bahamas, with 2 flight crewmembers and 18 passengers on board. The airplane’s right wing separated during flight. All 20 people aboard the airplane were killed, and the airplane was destroyed by impact forces. Flight 101 was operating under the provisions of 14 Code of Federal Regulations Part 121 on a visual flight rules flight plan. Visual meteorological conditions prevailed at the time of the accident.
​The National Transportation Safety Board determines that the probable cause of this accident was the in-flight failure and separation of the right wing during normal flight, which resulted from (1) the failure of the Chalk's Ocean Airways maintenance program to identify and properly repair fatigue cracks in the right wing and (2) the failure of the Federal Aviation Administration (FAA) to detect and correct deficiencies in the company's maintenance program.
The complete report is published on ntsb.gov/investigations

See also

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