CIVIL AVIATION AIRCRAFT ACCIDENT SUMMARY FOR THE YEAR INTRODUCTION

CIVIL AVIATION AIRCRAFT ACCIDENT SUMMARY FOR THE YEAR 2010 1. INTRODUCTION The information contained in the publication is 61 st in the series. "Notifiable accidents", which took place in India during the year 2010, have been listed in a classified chronological order along with the summary and the cause of the accidents. There have been five accidents during the year. Four accidents have been investigated by Inspector of Accidents, and remaining one by Court of Inquiry. Three of the accidents proved fatal wherein eight crew members, one hundred fifty two passengers and one other received fatal injuries. Incidents such as precautionary landings, forced landings, aborted takeoff, air misses, bird strikes etc. are not listed in this publication, although all these have been investigated. The recommendations emanating from all such investigations of accidents and incidents are being implemented for enhancing the level of air safety. Statistical data of accidents and fatalities in respect of airlines operations including flying clubs and aerial operations is given in table 1 to 14. NOTE: All timings given in this publication are in IST (Indian Standard Time). 1

i) Accident 2. DEFINITIONS accident shall mean an occurrence associated with the operation of an aircraft which, (i) (ii) in the case of a manned aircraft, takes place between the time any person boards the aircraft with the intention of flight until such time as all such persons have disembarked; or in the case of an unmanned aircraft, takes place between the time the aircraft is ready to move with the purpose of flight until such time as it comes to rest at the end of the flight and the primary propulsion system is shut down, in which a) a person is fatally or seriously injured as a result of (i) being in the aircraft, or (ii) direct contact with any part of the aircraft, including parts which have become detached from the aircraft, or (iii) direct exposure to jetblast, except when the injuries are from natural causes, self inflicted or inflicted by other persons, or when the injuries are to stowaways hiding outside the areas normally available to the passengers and crew; or b) the aircraft sustains damage or structural failure which- (i) adversely affects the structural strength, performance or flight characteristics of the aircraft, and (ii) would normally require major repair or replacement of the affected component, except for failure of engine or damage, when the damage is limited to a single engine,(including its cowlings or accessories),to propellers, wingtips, antennas, probes, vanes, tires, brakes, wheels, fairings, panels, landing gear doors, windscreens, the aircraft skin (such as small dents or puncture holes), or for minor damages to main rotor blades, tail rotor blades, landing gear, and those resulting from hail or bird strike(including holes in the radome);or c) the aircraft is missing or is completely inaccessible. 2

Note 1. For the purposes of this clause, the guidance for the determination of aircraft damage is at B. Note2. For the purposes of this clause, only unmanned aircraft which have design or operational approval given by a State to be considered. ii) Serious Injury: serious injury means an injury which is sustained by a person in an accident and which (i) (ii) (iii) (iv) (v) (vi) requires hospitalization for more than 48 hours, commencing within seven days from the date the injury was received; or results in a fracture of any bone (except simple fractures of fingers, toes or nose);or involves lacerations which cause severe haemorrhage, nerve, muscle or tendon damage; or involves injury to any internal organ; or involves second or third degree burns, or any burns affecting more than 5 per cent of the body surface; or involvesverifiedexposuretoinfectioussubstancesorinjuriousradiation; 3

3. INVESTIGATION OF ACCIDENTS (Aircraft Rules, 1937) Rule 71 - Inspector's Investigation: The Director General may order the investigation of any accident involving an aircraft whether such accident is required to be notified under Rule 68 or not, and may, by general or special order, appoint any person (hereinafter referred to as an "Inspector of Accidents") for the purpose of carrying out such investigation. Rule 74 - Committee of Inquiry: The Central Government may, at its discretion, appoint a committee of Inquiry composed of two or more persons to hold an inquiry into an accident in which an aircraft is involved, and such a committee shall have the same powers as an Inspector of Accidents. Rule 75 - Formal Investigations: Where it appears to the Central Government that it is expedient to hold a formal investigation of an accident it may, whether or not an investigation or an inquiry has been made under Rule 71 or 74, by order direct a formal investigation to be held. The Central Government shall appoint a competent person (referred as Court), to hold the investigation, and may appoint one or more persons possessing legal, aeronautical engineering or other special knowledge to act as accessory to the Court. The Court shall hold the investigation in open Court in such manner and such conditions as the Court may think fit for ascertaining the causes and circumstances of the accident and for enabling it to make the report hereinafter mentioned: Provided that where the Court is of opinion that holding the investigation is likely a) To be prejudicial to the interests of any country; or b) To jeopardize the personal safety of a person who is willing to make any statement or give evidence, the Court may hold in camera, the whole or part of the investigation. 4

4. TYPES OF FLYING i) Airline Operation: The operation include all scheduled, non-scheduled and non-revenue flying by Air India, Air India Express, Alliance Air, Jet Airways, Jetlite, Kingfisher, Go Air, Spicejet, Paramount and Indigo. ii) Non- Operations: The operation includes all non-scheduled ferry; non-revenue, charter and test flying by other operators holding non-scheduled operators permit and engaged primarily in such operations. iii) Flying Training Organization: Includes all flights for the purpose of initial issue of a flying licence, for conversion and practice flying or qualifying for renewal / endorsement of pilots license and test and ferry flying by organization engaged primarily in flying training. iv) Aerial Work: Aerial work means any aircraft operation undertaken for an industrial or commercial purpose or any other remunerative purpose, but does not include operation of an air transport service. v) Private and Business: Includes private, pleasure and business flying and practice flying when the flying is not directly connected with the purposes of obtaining a higher license qualifications. 5

01. SCHEDULED OPERATION-01 Aircraft Type Boeing 737-800 Registration VT - AXV 02. Date and Time 22 nd May 2010; 06:05:03 IST 03. Location Mangalore Airport 04. Persons on Board Crew 06 Passengers 160 05. Injury Index Fatal Serious Minor/None Crew 06 Passenger 152 07 01 Others 06. Damage to Aircraft Destroyed 07. Pilot-in- Command License Age Total Hrs FATA 55 years 10215:50 hours Summary: AICL B737-800 aircraft VT-AXV was scheduled to operated flight IX-812 on 22nd May 2010 from Dubai to Mangalore. The flight chocked off from Dubai at 02:36 hrs IST. The take-off, climb and cruise were uneventful. The aircraft first came in contact with the Mangalore Area Control at 05:32:48 hrs IST, when it was approaching the reporting point IGAMA, at FL-370.The Mangalore Area Control Radar (MSSR) was unserviceable since 20th May 2010 and a NOTAM to this effect had been issued. The Flight crew had failed to plan the descent profile properly, due to which the aircraft was high and did not intercept the ILS Glide Slope. This led to the aircraft being at almost twice the altitude on finals, as compared to a standard ILS approach. In the ensuing Unstabilised Approach the First Officer gave three calls to the Captain for Go Around. The final touch down of the aircraft was at about 5200 ft from the beginning of the R/W 24, leaving only about 2800 ft to the end of paved surface, to stop the aircraft. Soon after the touch down, the Captain had selected Thrust Reverser. But, within a very short time of applying brakes, the Captain initiated a rather delayed Go Around or an attempted take off. As a result, the aircraft over shoot the R/W and its right wing impacted ILS localizer antenna mounting structure. Thereafter aircraft hit the airport boundary fence and fell into a gorge. Due to impact and fire, the aircraft was destroyed. In this tragic accident, 152 passengers and all 6 crew members lost their lives. There were only 8 survivors. 6

The Probable cause of the accident: The cause of this accident was Captain s failure to discontinue the unstabilised approach and his persistence in continuing with the landing, despite three calls from the First Officer to go around and a numbers of EGPWS warnings. Contributory Factors: 1. In spite of availability of adequate rest period prior to the flight, the Captain was in prolonged sleep during flight, which could have led to sleep inertia. As a result of relatively short period of time between his awakening and approach, it possibly led to impaired judgment. This aspect might have got accentuated while flying in the window of Circadian Low (WOCL). 2. In the absence of Mangalore Area Control Radar (MSSR), due to unserviceability, the aircraft was given descent at a shorter distance on DME as compared to the normal. However, the flight crew did not plan the descent profile properly, resulting in remaining high on approach. 3. Probably in view of ambiguity in various instructions empowering the first officer to initiate a go around, the first officer gave repeated calls to this effect, but did not take over the controls to actually discontinue the ill-fated approach. 7

01. Aircraft Type Registration NON-SCHEDULED OPERATION-01 MI-172 Helicopter VT - PHF 02. Date and Time 6 th Aug 2010; 1108 IST 03. Location Sengsap village, Approx 7.5 Km East of Namsai 04. Persons on Board Crew 04 Passengers 05 05. Injury Index Fatal Serious Minor/None 06. Damage to Aircraft 07. Pilot-in- Command Crew 01 03 Passenger 05 Others License Under Rule 160 Age 57 years Total Hrs 6677:20 hours Summary: Pawan Hans Helicopters Ltd MI-172 helicopter VT-PHF departed from Itanagar at 0910 IST on route Itanagar-Dibrugarh-Namsai-Tezu-Hayuliang-Hawai-Tezu-Namsai-Dibrugarh-Itanagar as per flight plan of 06.08.2010. Flight till landing at Namsai was uneventful. The helicopter departed from Namsai for Tezu at 1105 IST. Few minutes after takeoff the L.H. door opened inflight and cabin crew fell from the helicopter in a field of Sengsap village approx 7.5 Km in the East of Namsai Helipad. The pilot then reduced the speed of the helicopter and asked onboard technician to close the door. The technician closed the door with the help of flight engineer. The helicopter returned base and landed Namsai at 1115 IST for deplaning passengers. It again took off from Namsai at 1137 IST for search and rescue of cabin crew. The helicopter returned with the injured cabin crew and landed Namsai at 1158 IST. The cabin crew was rushed to Namsai hospital where he was declared dead. There was no injuries to any other persons on board the helicopter. There was no damage to the helicopter. The Probable cause of the accident: Accident occurred due to falling of the cabin crew from the helicopter while he was attempting to close the forward left hand passenger door in flight. 8

01. Aircraft Type Registration NON-SCHEDULED OPERATION-02 Dauphin 365 N3 VT - SOK 02. Date and Time 16 th December 2010; 1000IST 03. Location Chandigarh Airport 04. Persons on Board Crew 02 Passengers 05. Injury Index Fatal Serious Minor/None Crew 02 Passenger Others 06. Damage to Aircraft Substantial 07. Pilot-in- Command License Under Rule 160 Age 45 years Total Hrs 3526:45 hours Summary: On 16.12.2010 Pawan Hans Dauphin Helicopter Ltd. AS 365 N3 VT-SOK, was operating a positioning flight from Chandigarh airport to Govt. Secretariat, Chandigarh to pick up a passenger and proceed to Mukerian in Hoshiarpur. After carrying out the refueling at around 0955 IST, AME released the helicopter for flight. The helicopter was fully serviceable. After obtaining ATC clearance the commander initiated taxi and immediately took a left turn to join the taxi line. After Taxiing for about 5-6 meters, the commander moved the cyclic stick to the left in order to give correction for the slope which was on the right. In the process the right wheel of the helicopter suddenly lifted up. The commander immediately came on collective, however the harsh and sudden movement of the controls coupled with the Auto Pilots OFF led to state of dynamic roll over, thus leading to an uncontrollable state in which the helicopter pitched forward and rearward and eventually resulted into an accident. Both the cockpit crew were rescued from the helicopter by the Pawan Hans staff. There was no fire. The Probable cause of the accident: Mishandling of controls on the slope area during taxing resulted into the Helicopter entering into a dynamic roll thereby impacting heavily with ground causing substantial damage to Helicopter. Contributory Factors: The slope on the apron area was the contributing factor to the accident. 9

FLYING TRAINING ORGANIZATION -01 01. Aircraft Type Cessan 152 Registration VT - MMM 02. Date and Time 19 th May 2010; 1630 IST 03. Location Shipra river, Kalyanpura, Ujjain 04. Persons on Board Crew 02 Passengers 05. Injury Index Fatal Serious Minor/None Crew 02 Passenger Others 06. Damage to Aircraft Destroyed 07. Pilot-in- Command License Age Total Hrs CPL 20 Years 271:40 hours Summary: On 19.05.2010, CFI of M/s Yash Air Ltd authorized a commercial pilot license holder for circuit and landing. PIC took a trainee pilot on board with the authorization from CFI. He carried out 05 circuit and landings. During the 6 th circuit the PIC turned left and thereafter advised to report left downwind. The aircraft did not report left down wind, went further and turned approximately 30degree left and was flying over river Shipra. Thereafter the flying institute received a call stating the aircraft has met with an accident. The pilot was engaged in low flying over the Shipra river and went into electric cable and subsequently crashed in dry river bed. The aircraft immediately caught fire and both the occupant died due to severe burn injuries. Probable cause of Accident: The cause of accident was low flying. Contributory factor: Non monitoring of flying activity and ineffective supervision. 10

01. Aircraft Type Registration FLYING TRAINING ORGANIZATION -02 Chetak Helicopter VT EIV 02. Date and Time 27 th August, 2010. 0853 IST Appx. 03. Location HAL Airport Bangalore 04. Persons on Board Crew 02 Passengers 05. Injury Index Fatal Serious Minor/None Crew 02 Passenger Others 06. Damage to Aircraft Substantial 07. Pilot-in- Command License Under Rule 160 Age 57 years 7 months Total Hrs 8199:50 hours SUMMARY HAL Rotary Wing Academy Chetak Helicopter SA 316B, VT-EIV was engaged in local flying training at HAL Bangalore Airport on 27.08.2010. The trainee pilot obtained the weather report which indicated visibility of 8 kilometers and wind 250/10 knots. The helicopter controls were with the Trainee Pilot and the Flying Instructor was following him on the controls. At time 0844IST the trainee pilot requested ATC for taxi clearance and ATC gave the permission for taxi and lineup on main taxiway for runway 27 for takeoff. The trainee pilot carried out the required checks, taxied on to the main taxi way for runway 27 and raised collective for pick up and after hovering steadily for about 30 seconds helicopter became unsteady with pronounced left lateral cyclic movements. The instructor started following on the cyclic. However helicopter suddenly pitched up. Due to pitching the helicopter tail rotor impacted the ground and got damaged. Helicopter started rotating in anticlockwise direction. Finally, the helicopter collapsed on main taxiway opposite Runway 27 at 0853IST and was substantially damaged. Both the crew were immediately rushed to the HAL hospital as they received serious injuries. There was no fire. The Probable cause of the accident: The accident occurred due to sudden pitch up during hover, due to improper handling of controls by instructor which resulted in tail rotor hitting the ground and damage to the helicopter. 11

Nature of Flight No. of Accident s TABLE- 1 CLASSIFICATION OF ACCIDENTS (POWRED AIRCRAFT) BY NATURE OF FLIGHT FOR THE YEAR 2010 No. of Fatal Accident s Killed Crew Passengers Others Aircraft Damage Seriously Injured Killed Seriously Injured Killed Seriously Injured Destroyed Substantial 1 2 3 4 5 6 7 8 9 10 11 12 Airline 01 01 06 152 07 01 Operation Non operation 02 01 01 01 Flying 02 01 02 02 01 01 Training Aerial Work Private and Business total 05 03 09 02 152 07 02 02 Minor 12

TABLE-2 ACCIDENT STATISTICS AND FATALITY RATE OF AIR INDIA FOR THE YEAR 2010 Hours Flown (No.) 157103/190932 Passenger Carried (No.) 7828556/4982913 Kilometers flown (in thousand) 79424/137332 Passenger Kilometer flown (in thousand) 7806320/22801202 Total number of Accidents Number of Fatal Accidents Crew fatalities Passenger fatalities Fatality rate per 100 million passenger Km (Crew) Fatality rate per 100 million passenger Km (Passenger) Accident rate per 100 million Km flown Fatal accident per 100 million passenger Km flown Accident rate per 100,000 hours flown Fatal accident per 100,000 hours flown TABLE-3 ACCIDENT STATISTICS AND FATALITY RATE OF AIR INDIA EXPRESS FOR THE YEAR 2010 Hours Flown (No.) 6092/68226 Passenger Carried (No.) 275350/2140007 Kilometers flown (in thousand) 2547/45022 Passenger Kilometer flown (in thousand) 244516/5457272 Total number of Accidents 01 Number of Fatal Accidents 01 Crew fatalities 06 Passenger fatalities 152 Fatality rate per 100 million passenger Km (Crew) 0.105 Fatality rate per 100 million passenger Km (Passenger) 2.66 Accident rate per 100 million Km flown 2.102 Fatal accident per 100 million passenger Km flown 0.0175 Accident rate per 100,000 hours flown 1.345 Fatal accident per 100,000 hours flown 1.345 13

TABLE-4 ACCIDENT STATISTICS AND FATALITY RATE OF ALLIANCE AIR FOR YEAR 2010 Hours Flown (No.) 22724 Passenger Carried (No.) 516707 Kilometers flown (in thousand) 9691 Passenger Kilometer flown (in thousand) 377345 Total number of Accidents Number of Fatal Accidents Crew fatalities Passenger fatalities Fatality rate per 100 million passenger Km (Crew) Fatality rate per 100 million passenger Km (Passenger) Accident rate per 100 million Km flown Fatal accident per 100 million passenger Km flown Accident rate per 100,000 hours flown Fatal accident per 100,000 hours flown TABLE-5 ACCIDENT STATISTICS AND FATALITY RATE OF GO AIR FOR YEAR 2010 Hours Flown (No.) 43302 Passenger Carried (No.) 3085480 Kilometers flown (in thousand) 22230 Passenger Kilometer flown (in thousand) 2943050 Total number of Accidents Number of Fatal Accidents Crew fatalities Passenger fatalities Fatality rate per 100 million passenger Km (Crew) Fatality rate per 100 million passenger Km (Passenger) Accident rate per 100 million Km flown Fatal accident per 100 million passenger Km flown Accident rate per 100,000 hours flown Fatal accident per 100,000 hours flown 14

TABLE-6 ACCIDENT STATISTICS AND FATALITY RATE OF INDIGO FOR YEAR 2010 Hours Flown (No.) 115176 Passenger Carried (No.) 8496425 Kilometers flown (in thousand) 63587 Passenger Kilometer flown (in thousand) 9588419 Total number of Accidents Number of Fatal Accidents Crew fatalities Passenger fatalities Fatality rate per 100 million passenger Km (Crew) Fatality rate per 100 million passenger Km (Passenger) Accident rate per 100 million Km flown Fatal accident per 100 million passenger Km flown Accident rate per 100,000 hours flown Fatal accident per 100,000 hours flown TABLE-7 ACCIDENT STATISTICS AND FATALITY RATE OF JET AIRWAYS FOR YEAR 2010 15 Hours Flown (No.) 184586/156199 Passenger Carried (No.) 9716489/4431517 Kilometers flown (in thousand) 83923/109426 Passenger Kilometer flown (in thousand) 8503780/17696373 Total number of Accidents Number of Fatal Accidents Crew fatalities Passenger fatalities Fatality rate per 100 million passenger Km (Crew) Fatality rate per 100 million passenger Km (Passenger) Accident rate per 100 million Km flown Fatal accident per 100 million passenger Km flown Accident rate per 100,000 hours flown Fatal accident per 100,000 hours flown

TABLE-8 ACCIDENT STATISTICS AND FATALITY RATE OF JETLITE FOR YEAR 2010 Hours Flown (No.) 65585/2065 Passenger Carried (No.) 3864248/204768 Kilometers flown (in thousand) 33117/3201 Passenger Kilometer flown (in thousand) 3968246/151223 Total number of Accidents Number of Fatal Accidents Crew fatalities Passenger fatalities Fatality rate per 100 million passenger Km (Crew) Fatality rate per 100 million passenger Km (Passenger) Accident rate per 100 million Km flown Fatal accident per 100 million passenger Km flown Accident rate per 100,000 hours flown Fatal accident per 100,000 hours flown TABLE-9 ACCIDENT STATISTICS AND FATALITY RATE OF KINGFISHER FOR YEAR 2010 16 Hours Flown (No.) 193308/40793 Passenger Carried (No.) 10656752/1080285 Kilometers flown (in thousand) 80610/25288 Passenger Kilometer flown (in thousand) 8646763/3726193 Total number of Accidents Number of Fatal Accidents Crew fatalities Passenger fatalities Fatality rate per 100 million passenger Km (Crew) Fatality rate per 100 million passenger Km (Passenger) Accident rate per 100 million Km flown Fatal accident per 100 million passenger Km flown Accident rate per 100,000 hours flown Fatal accident per 100,000 hours flown

TABLE-10 ACCIDENT STATISTICS AND FATALITY RATE OF PARAMOUNT FOR YEAR 2010 Hours Flown (No.) 4271 Passenger Carried (No.) 243370 Kilometers flown (in thousand) 2301 Passenger Kilometer flown (in thousand) 346715 Total number of Accidents Number of Fatal Accidents Crew fatalities Passenger fatalities Fatality rate per 100 million passenger Km (Crew) Fatality rate per 100 million passenger Km (Passenger) Accident rate per 100 million Km flown Fatal accident per 100 million passenger Km flown Accident rate per 100,000 hours flown Fatal accident per 100,000 hours flown TABLE-11 ACCIDENT STATISTICS AND FATALITY RATE OF SPICEJET FOR YEAR 2010 Hours Flown (No.) 77242/389 Passenger Carried (No.) 6721579/48318 Kilometers flown (in thousand) 49581/176 Passenger Kilometer flown (in thousand) 7848780/25937 Total number of Accidents Number of Fatal Accidents Crew fatalities Passenger fatalities Fatality rate per 100 million passenger Km (Crew) Fatality rate per 100 million passenger Km (Passenger) Accident rate per 100 million Km flown Fatal accident per 100 million passenger Km flown Accident rate per 100,000 hours flown Fatal accident per 100,000 hours flown 17

TABLE-12 ACCIDENT STATISTICS AND FATALITY RATE OF AIRLINES OPERATOR FOR YEAR 2010 Hours Flown (No.) 1327993 Passenger Carried (No.) 64292764 Kilometers flown (in thousand) 747456 Passenger Kilometer flown (in thousand) 100132134 Total number of Accidents 01 Number of Fatal Accidents 01 Crew fatalities 06 Passenger fatalities 152 Fatality rate per 100 million passenger Km (Crew) 0.00599 Fatality rate per 100 million passenger Km (Passenger) 0.15179 Accident rate per 100 million Km flown 0.1337 Fatal accident per 100 million passenger Km flown 0.0009986 Accident rate per 100,000 hours flown 0.0753 Fatal accident per 100,000 hours flown 0.0753 18

TABLE-13 POWERED AIRCRAFT ACCIDENT BYCLASS OF PILOTS LICENSE (PIC) FOR THE YEAR 2010 Class of License hold Total Accident Fatal Accident SPL PPL CPL/CHPL 01 01 ATPL Others 04 02 Total 05 03 TABLE-14 AIRCRAFT ACCIDENT BY PHASE OF OPEARTION FOR THE YAER 2010 Phase of Operation Total involvement Percentage of Total accidents Static 00% Taxi 01 20% Take-off 01 20% In-flight 02 40% Landing 01 20% 19