The hydraulic panel after impact showing the B system hydraulic pumps switches off and anti-ice switches off.
History of the Flight
The co-pilot was the pilot flying for the first sector, and it was night.
At 03:06:25 hrs the crew completed the descent checklist, omitting the landing data step. Then the crew discussed to expect icing, moderate turbulence and clouds below FL 220.
At 03:12:43 hrs the crew discussed again about anti-ice on in accordance with weather conditions.
At 03:17:27 hrs Vilnius ACC instructed the crew to change frequency to Vilnius Aerodrome Control Centre (VACC) Vilnius approach air traffic controller on 120.705 MHz. During this radio transmission, at 03:17:30 hrs, the Cockpit Voice Recorder (CVR) recorded an audible double click. At 03:17:32 hrs the captain read back the radio frequency correctly. The Flight Data Recorder (FDR) data shows that at 03:17:34 hrs the HYD SYS B ELEC pump and HYD SYS B EDP both went into the OFF position. At 03:17:35 hrs the HYD SYS ENG R indicated low pressure (Appendix B). The autopilot, which was engaged in CMD B, disconnected and an aural alert was triggered. A master caution light was also triggered but was immediately cancelled by the crew. Two additional attempts were made to re-engage the autopilot B, however they were both unsuccessful (Appendix B). The co-pilot flew the aircraft from this point forward with autopilot disengaged and auto-thrust engaged.
At 03:20:01 hrs the captain recognized that the autopilot was disconnected at about the same time as he attempted to engage engine anti-ice switches. The point was not further discussed by the crew. FDR data show that the anti-ice switches were not engaged at this time.
At 03:22:57 hrs the co-pilot asked if anti-ice is on. The captain confirmed.
At 03:24:29 hrs the captain stated for flaps 5. The CVR recorder an audible several clicks, which were most likely coming from a flap handle movement. FDR data show that the actual flap position remained at flaps zero (flaps up)
The flaps remained at zero for the rest of the flight.
At 03:26:15 hrs the aircraft reached the final approach phase. At the same time the co-pilot asked the captain for gear down and flaps 15. The captain stated that there were still very fast and that the co-pilot has to reduce speed first.
At 03:26:58 hrs VACC Vilnius approach air traffic controller contacted the crew and stated for “Postman one eight delta, four miles from touchdown, contact tower, one one eight two zero five”. According to the CVR the captain responded to the radio call for change to tower frequency “one one eight zero five, postman one eight delta”, but was transmitted “zero five, postman one eight delta”. The crew was not on VACC Vilnius approach air traffic controller or VACC Vilnius aerodrome air traffic controller frequency from the point on . The captain made two more attempts to contact VACC Vilnius aerodrome air traffic controller on the incorrect frequency.
At 03:27:42 hrs the captain stated that the runway is in sight and the co-pilot should further reduce speed. This happened simultaneously with the captain recognizing that he selected the wrong frequency.
At 03:27:56 hrs the co-pilot recognized that flaps are retracted. Immediately after, the stick shaker activated and a “Sink Rate, Pull Up” warning was triggered by the enhanced ground proximity warning system (EGPWS). At 03:28:02 hrs the crew called for go around. The auto throttle was set to Go- Around (GA) mode and the engines accelerated to above 90% N1 at impact.
At 03:28:07 hrs a “too low – terrain” warning was triggered by the EGPWS. One second later the aircraft impacted into the ground.
The preliminary report is available here. |
EC-MFE 737-400 Crashed on Approach
