Principally a loading situation. We had this virtually occur to a big truboprop in my firm the place the freight within the entrance was offloaded whereas the heavy load within the aft cabin was left in place for the subsequent leg. When the flaps had been prolonged, it virtually crashed. I additionally bear in mind studying a few Fokker deadly accident for a similar cause. Subsequently, when you uncover a way more aft C of G than regular after takeoff than what appears regular(in all probability noticeable by trim requirement), you would possibly need to take into account transferring a few of the load from the aft baggage space additional ahead.

Loading errors, poor airmanship faulted in 1976 Malaysian Nomad crash

Malaysia has declassified the ultimate report into the 1976 crash of a GAF Nomad N22B that killed a number of native politicians, pointing to loading errors and airmanship points.

The crash occurred 15:42 native time on 6 June 1976 because the Sabah Air Aviation turborpop (9M-ATZ) made its remaining strategy to Kota Kinabalu’s runway 20, following a 30min flight from the Malaysian island of Labuan, in response to the Civil Aviation Division report.

Climate situations had been clear on the time of the crash, which killed all 10 passengers and the pilot.

The plane and one other Nomad (9M-AUA) had been chartered to hold a bunch of senior politicians from Labuan to Kota Kinabalu, the state capital of Malaysia’s Sabah province on the island of Borneo.

On 6 June, the plane and its pilot had performed two return flights to Kinabalu earlier than the accident flight, the primary departing Labuan at 06:35 and the second at 13:10. Earlier than the second return to Labuan, the pilot complained of abdomen ache, presumably from a meal the earlier night.

Throughout the accident flight, the tower controller noticed 9M-ATZ conduct a traditional base leg and begin its remaining strategy. When the controller gave remaining clearance to land, the pilot gave no response. Seven seconds later the pilot did not reply to a second clearance.

“Virtually instantly, the controller noticed the suitable wing of the plane dip momentarily after which rise to a stage place after which the plane entered a spin to the suitable throughout which peak was misplaced.”

Eyewitnesses claimed that the plane “recovered momentarily in a nostril down angle”, however then resumed its spin to the suitable. The plane crashed in 2ft of water in a “steep nostril down angle.”

The accident plane was not required to hold recorders, however after analyzing the wreckage, the investigation crew concluded that the plane’s rear baggage compartment had been overloaded, affecting the plane’s centre of gravity.

Particularly, because the pilot deployed the flaps for touchdown and the plane nosed up, the wrong centre of gravity meant that the management column couldn’t transfer ahead previous its cease place.

“If the ahead cease is reached when the nostril of the plane remains to be transferring up, then a lack of management should happen as a result of airspeed and stability are misplaced,” says the report. “The purpose at which the management column meets the cease is a results of energy, flap setting, centre of gravity place, and airspeed.”

The report additionally observes that along with feeling sick the pilot was in all probability fatigued after a really early begin within the morning. Furthermore, the pilot and the service had a poor procedural report.

“It’s fairly apparent that lots of the procedures listed within the operations guide haven’t been utilized by the pilots,” says the report. “As well as, technical log entries had been of such a poor customary as to make the doc meaningless.”

The report additionally means that the pilot, earlier than departing Labuan, was “oblivious to [the] incorrect distribution of the load.”

The report discovered no faults with the plane. Cirium fleets information studies that the plane was delivered in November 1975.