lawtimesnews.com
Tuesday, December 29, 2015
Thursday, December 17, 2015
Toronto East Just Got $50 Million Stronger:
Wednesday, December 2, 2015 Toronto East Just Got $50 Million Stronger:Future Generations to Benefit from the Largest Donation to a Canadian Community Hospital TORONTO - Toronto East General Hospital and the Toronto East General Hospital Foundation Boards of Directors are thrilled to announce a historic $50 million gift that will transform the delivery of health care for some of the highest needs residents in Toronto. This unprecedented donation – the largest of its kind to a Canadian community hospital- is a gift from Myron and Berna Garron in memory of their son Michael, who was born at the hospital in 1962. Sadly, Michael died at the age of 13 from a rare soft tissue cancer. Thanks to this gift, we will be able to strengthen the exemplary care our staff provides at the bedside. And to recognize the enormity of this donation, we will rename ourselves the Toronto East Health Network and recognize this transformational gift by calling our main site the Michael Garron Hospital. Our new name, the Toronto East Health Network (TEHN), accurately reflects the numerous partnerships and work we already do in and outside our hospital walls. The TEHN will improve the coordination of care for patients in the community through a partnership between the hospital and other local health care providers. This $50 million gift from the Garrons will enable the hospital to: • Purchase state-of-art equipment including a new CT scanner and leading-edge tools that directly supports the work of our health care professionals at the bedside. • Attract top talent with the creation of the first teaching and research Chair positions. • Fund research studies that drive clinical innovation to improve patient care. The Garron Family has a long history of philanthropy in Canada. Over the years they have generously donated many large gifts. They have given to our hospital in the past, including funds to support the purchase of the Da Vinci Surgical System Robot. “Before our son Michael passed away, we made a commitment to him that his memory would never be forgotten. It warms our heart to know that this gift will benefit so many families and children who use this hospital.” - Myron and Berna Garron. “I’m extremely proud and thankful to the Garrons for this transformational gift. This is a defining moment for our hospital and East Toronto. This investment in equipment and talent will allow us to continue delivering outstanding care to our diverse community. ” - Sarah Downey, President & CEO, Toronto East General Hospital. “Philanthropy plays an important role in our health system and today health care in East Toronto got a new name: the Michael Garron Hospital. With this generous support from the Garrons, we are able to fund much needed investments in patient care and innovation. Our hospital will be propelled to the global stage, making it an example of excellence, innovation and inspiration around the world.” - Michael Burns, Chair of the TEGH Foundation Board of Directors. “This is a defining moment in the history of this hospital. This investment enables us to make East Toronto one of the healthiest places to live in Toronto. We’re grateful for the tremendous support from the Garron Family.” - Krystyna Hoeg, Chair of the TEGH Board of Directors. -30- For more information:
Messages of Support “This very generous gift from the Garron family is greatly appreciated in that it will enable new investments in equipment and technologies for our hospital. With the Province poised to fund a major redevelopment of the hospital’s physical space, the gift’s timing will help keep the hospital at the forefront of community healthcare for years to come. I commend the family’s philanthropy and commitment to our community in remembrance of their son, Michael.” Arthur Potts – Member of Provincial Parliament, Beaches-East York “The extraordinary generosity of Berna and Myron will ensure a legacy of excellence for this great hospital for decades to come.” Dr. Rajiv Singal – Urologist & TEGH Foundation Board member “As a community builder and former Minister of Health, I can say that this is a monumental day for the hospital, community and local healthcare system. This gift will keep the community and hospital that we all know and love, healthy and strong into the future.” Frances Lankin - Former Member of Provincial Parliament and former CEO of United Way “This is my hospital. I was born here and my wife and I have received care here. Over the years I've also worked with the hospital staff on a number of projects to help improve the health and wellbeing of our shared community. There is no doubt that this unprecedented gift will have a profound impact on the health of East Toronto for generations to come!” Brian Smith – Former CEO Woodgreen Community Services “This hospital has a great and long history of serving East York families. My wife Pat and our four children were born here. This donation will ensure that our families will receive the best care right here in our community.” Case Ootes - former City Councillor & Deputy Mayor -30
Tuesday, December 15, 2015
Office of the Superintendent of Financial Institutions Updating capital requirements for residential mortgages copy
Office of the Superintendent of Financial Institutions Updating capital requirements for residential mortgages
Date: December 11, 2015
Banks
Bank Holding Companies
Federally Regulated Trust and Loan Companies
Federally Regulated Mortgage Insurance Companies
OSFI is planning to update the regulatory capital requirements for loans secured by residential real estate properties (i.e. residential mortgages).Footnote 1 Risks in the Canadian mortgage market continue to evolve. Household debt continues to grow faster than income and housing prices in some markets continue to rise rapidly. The planned changes to the regulatory capital framework will ensure that capital requirements keep pace with those developments and reflect underlying risks.
As per our usual practice, OSFI will consult with federally regulated financial institutions and other stakeholders before making any changes, initially through a directed consultation with industry in the new year, followed by broader public consultation later in 2016. We expect to have final rules in place no later than 2017. The anticipated changes will impact the regulatory capital requirements for those deposit-taking institutions using internal models for mortgage default riskFootnote 2 and the standardized capital requirements for Canada’s private mortgage insurers.Footnote 3
The purpose of OSFI’s regulatory capital framework is to ensure, as much as possible, that federally regulated financial institutions can absorb severe but plausible losses. The potential severity of loss scenarios in the residential mortgage market depends crucially on price developments. In particular, potential losses become more severe during extended periods where house prices have recently risen rapidly and/or are high relative to borrower incomes. As a result, the potential severity of losses may vary across Canada.
Accordingly, for banks using internal models, OSFI will propose a risk-sensitive floor for one of the model inputs (losses in the event of default) that will be tied to increases in local property prices and/or to house prices that are high relative to borrower incomes. This will ensure a level of consistency and conservatism in the protection provided to depositors and unsecured creditors.
For federally regulated private mortgage insurers, we will introduce a new standardized approach that updates the capital requirements for mortgage guarantee insurance risk. It will require more capital when house prices are high relative to borrower incomes. This will ensure a level of conservatism in the protection provided to policyholders and unsecured creditors.
At present, federally regulated deposit-taking institutions benefit from very low capital requirements on mortgages that are insured against default, in recognition of the government backstop on that insurance. OSFI is also considering additional criteria for recognizing the capital benefits of mortgage insurance in light of recent observations related to mortgage loan documentation. The risk mitigation benefits of mortgage insurance for regulatory capital purposes should, in principle, be reduced in circumstances where there may be material concerns around compliance with the terms of the insurance policy. This is consistent with OSFI Guidelines B-20 and B-21, which emphasize the importance of monitoring lender compliance with the terms of insurance contracts.Footnote 4
Current capital requirements for banks and private mortgage insurers already contain an appreciable degree of conservatism regarding residential mortgages. These proposed updates to regulatory capital requirements reflect a measured and forward looking response to changing risks in the Canadian mortgage market. They will be applied on a go-forward basis to new mortgage loans.
Questions concerning this letter should be addressed to Richard Gresser, Senior Director, Capital Division at richard.gresser@osfi-bsif.gc.ca or Bernard Dupont, Senior Director, Capital Division at bernard.dupont@osfi-bsif.gc.ca.
Mark Zelmer
Deputy Superintendent
Tuesday, December 1, 2015
Indonesia AirAsia Flight 8501 2015-12-02
Indonesia AirAsia Flight 8501
From Wikipedia, the free encyclopedia
Indonesia AirAsia Flight 8501
PK-AXC.jpg
The aircraft involved in the crash, registered as PK-AXC, eight months before the crash
Accident summary
Date 28 December 2014
Summary Rudder travel limiter failure and inappropriate pilot response[1] [2]
Site Karimata Strait, Java Sea (near Belitung and Borneo Islands, Indonesia)[3]
3.623°S 109.712°ECoordinates: 3.623°S 109.712°E[a]
Passengers 155
Crew 7
Fatalities 162 (all)[4]
Survivors 0[4]
Aircraft type Airbus A320-216
Operator Indonesia AirAsia
Registration PK-AXC
Flight origin Juanda International Airport, Surabaya, Indonesia
Destination Singapore Changi Airport, Singapore
Indonesia AirAsia Flight 8501 (QZ8501/AWQ8501) was a scheduled international passenger flight, operated by AirAsia Group affiliate Indonesia AirAsia, from Surabaya, Indonesia, to Singapore. On 28 December 2014, the aircraft operating the route, an Airbus A320-216, registered as PK-AXC, msn: 3648,[5] crashed into the Java Sea during bad weather, killing all 155 passengers and seven crew on board.[6] Two days after the crash, debris from the aircraft and human remains were found floating in the Java Sea. Searchers located wreckage on the sea floor beginning on 3 January, and the flight data recorder and cockpit voice recorder were recovered by 13 January. The search for bodies ended in March 2015 after recovery of 113 of the 162 bodies.[7]
On 20 January 2015, it was reported that the aircraft had stalled during an abnormally steep climb and had been unable to recover. On 1 December 2015, the Indonesian National Transportation Safety Committee released its report concluding that[8] that the sequence of events leading to the crash started with a malfunction in the rudder travel limiter unit that eventually led to a 104-degree roll of the aircraft. The pilots' response, and apparent miscommunication between them, was a significant link in the chain of events that led to the loss of the aircraft.[9] [10][11]
The air crash[12] of 28 December 2014 was the second-deadliest in Indonesian territory, behind Garuda Indonesia Flight 152 in 1997, the third-deadliest aviation incident in 2014, behind Malaysia Airlines Flight 370 and Malaysia Airlines Flight 17.
Contents [hide]
1 Sequence of events
1.1 Timeline of disappearance
2 Search and recovery
2.1 Wreckage
3 Aircraft
4 Passengers and crew
5 Investigation
5.1 Final NTSC report
6 Reaction
6.1 AirAsia
6.2 Airbus
6.3 Indonesia
6.4 Family members of crew members and passengers
6.5 Legal proceedings
6.6 Air transport industry
6.7 Indonesian tourism
7 See also
8 Notes
9 References
10 External links
Sequence of events[
Flight path and location of debris. Flight path (red) is limited to range of Flightradar24 coverage; it does not reflect ATC coverage.
Flight 8501 was a scheduled flight from Surabaya, Java, Indonesia to Singapore on Sunday, 28 December 2014. It was scheduled to depart Juanda International Airport at 05:20 Western Indonesian Time (WIB, UTC+7) and arrive at Singapore Changi Airport at 08:30 Singapore Standard Time (SST, UTC+8).[13] Flight 8501 took off at 05:35.[b] Indonesia AirAsia did not have permission from the Indonesian Ministry of Transportation to operate the route on Sundays.[c][16]
After departure, Flight 8501 was in contact with the Jakarta Area Control Centre (callsign: "Jakarta Center"),[17] which provides air traffic control (ATC) service over the western Java Sea, and flying along air route M635,[17] when it approached a line of thunderstorms off the southwest coast of Borneo.[18] At 06:12, Flight 8501 was flying at flight level 320—approximately 32,000 ft (9,750 m)—when the cockpit requested and received permission to deviate left from its original flight path to avoid these storms.[19] The pilot then requested to climb to flight level 380,[20] which was deferred by ATC because of other aircraft in the vicinity.[17][21][22][23] AirNav Indonesia, which operates the Jakarta Area Control Centre, reported that Jakarta Centre then cleared Flight 8501 to flight level 340 at 06:14,[d] but no response was received; other aircraft in the vicinity were asked to contact Flight 8501, but also did not receive a response.[17][24]
Between 06:17:00 and 06:17:54, the aircraft climbed from 32,000 to 37,000 ft (9,800 to 11,300 m),[25] exceeding a climb rate of 6,000 ft (1,800 m) per minute, about twice the maximum rate that a commercial aircraft should climb in still air.[26][27] A photo of a secondary radar screen, without a timestamp, showed the aircraft at flight level 363—approximately 36,300 ft (11,100 m)—and climbing with a ground speed of 353 knots (654 km/h; 406 mph), which is too slow to maintain stable level flight in still air.[23][28] The Indonesian Minister of Transport interpreted the apparent aircraft behaviour at peak altitude as an aerodynamic stall, when it began to descend at 06:17:54, descending 1,000 ft (300 m) within six seconds and 8,000 ft (2,400 m) within 31 seconds.[25] The aircraft also began a turn to the left, forming at least one complete circle before disappearing from radar at 06:18:44.[25][29][30] The cockpit voice recorder captured multiple warnings, including a stall warning, sounding in the cockpit during the final minutes of the flight.[31] No distress signal was sent from the aircraft.[32][33]
Timeline of disappearance
Elapsed (HH:MM) Time Event
UTC WIB
UTC+7 SST
UTC+8
00:00 27 December 28 December Flight departed from Juanda International Airport.[b] Scheduled departure was 05:20 WIB.[13]
22:35 05:35 06:35
00:37 23:12 06:12 07:12 Pilots requested and received air traffic controller (ATC) clearance to divert left from the flight plan to avoid bad weather. The pilot then also requested permission to climb from 32,000 ft (9,800 m) to 38,000 ft (12,000 m). Jakarta ATC deferred this request because of traffic.[13][20][21]
00:39 23:14 06:14 07:14 ATC offered permission to climb, but no response was received from pilots.[24]
00:42 23:17 06:17 07:17 Radar contact was lost, according to AirNav Indonesia. AirAsia initially reported that contact was lost at 06:24.[13][15][34][35]
00:43 23:18 06:18 07:18 ADS-B transponder signal was lost, with last position reported as 3.3708°S 109.6911°E, according to Indonesia's Ministry of Transport.[29]
01:20 23:55 06:55 07:55 AirAsia Flight QZ8501 was officially declared missing. Its last known position is over the Java Sea, Karimata Strait between the islands of Belitung and Kalimantan.[36]
01:55 28 December 07:30 08:30 The aircraft missed scheduled arrival at Singapore Changi Airport.
00:30
04:47 03:22 10:22 11:22 Search and rescue (SAR) operations were activated by the Indonesia National Search and Rescue Agency (Basarnas) from the Pangkal Pinang office.[37]
04:55 03:30 10:30 11:30 The Civil Aviation Authority of Singapore (CAAS) and Changi Airport Group (CAG) Crisis Management Centres were reported to have been activated, working with the airline’s crisis management team.[38]
05:06 03:41 10:41 11:41 AirAsia announced on Facebook and Twitter (six minutes later) that AirAsia flight QZ8501 from Surabaya to Singapore lost contact with air traffic control.[39][40]
Search and recovery
Shortly after the aircraft was confirmed to be missing, unconfirmed reports stated that wreckage had been found off the island of Belitung in Indonesia.[41][42][43] Indonesia's National Search and Rescue Agency (Basarnas) deployed seven ships and two helicopters to search the shores of Belitung and Kalimantan.[44] The Indonesian Navy and the provincial Indonesian National Police Air and Water Unit each sent out search and rescue teams.[45] In addition, an Indonesian Air Force Boeing 737 reconnaissance aircraft was dispatched to the last known location of the airliner.[46]
The Indonesian Navy dispatched four ships by the end of the first search day and the Air Force deployed aircraft including a CASA/IPTN CN-235.[47] The Indonesian Army deployed ground troops to search the shores and mountains of adjacent islands.[48] Local fishermen also participated in the search.
Ongoing search and rescue operations were under the guidance of the Civil Aviation Authority of Indonesia.[49] The search was suspended at 7:45 pm local time on 28 December due to darkness and bad weather, to be resumed in daylight.[50] An operations center to coordinate search efforts was set up in Pangkal Pinang.[51] The search area was a 270-nautical-mile (500 km) radius near Belitung Island.[13]
Search and rescue operations quickly became an international effort. By 30 December naval and air units from Singapore, Malaysia and Australia had joined Indonesian authorities in patrolling designated search areas.[52] Singapore's Rescue Coordination Centre (RCC) deployed three C-130 Hercules aircraft to aid in the search and rescue operation.[53][54] A Formidable-class frigate, a Victory-class corvette, a Landing Ship Tank, and a submarine support and rescue vessel subsequently took part in the search and rescue after Indonesia's National Search and Rescue Agency accepted the offer of help from the Republic of Singapore Navy. Singapore's Ministry of Transport provided specialist teams from the Air Accident and Investigation Bureau and underwater locator equipment.[54] The Malaysian government set up a rescue coordination centre at Subang and deployed three military vessels and three aircraft, including a C-130, to assist in search and rescue operations.[55][56][57] Australia deployed a P-3 Orion to assist in the search and rescue operation.[58] India put three ships and a Boeing P-8 Poseidon maritime surveillance aircraft on standby for assistance in the search operation, including one ship in the Bay of Bengal and another in the Andaman Sea.[59] Elements of the United States Navy joined the search effort; USS Sampson arrived on station late on 30 December,[60] and USS Fort Worth on 3 January.[61]
By 5 January, 31 bodies had been recovered with the aid of the Russian and the US search teams.[62] Divers entered the main section of the fuselage underwater and discovered 6 bodies on 24 January.[63][64]
Vessels and aircraft from Indonesia, Singapore, Malaysia, Australia, South Korea, Japan, China, the United States, and Russia participated in the search.[65][66][67][68] This fleet included three ships with underwater detectors and two fuel tankers seconded to ensure efficient operation of the vessels in the search area.[69] On 2 January the Indonesian Ministry of Transport reported that two other Indonesian tender vessels had been fitted with equipment which could detect acoustic signals from the flight recorder ("black box") beacons and airframe metal, as well as multibeam side scan sonar.[70]
The official search for bodies ended on 17 March, after 106 bodies had been recovered. Fifty-six bodies remained unaccounted for.[7][71]
A live Reddit feed that was constantly updating the details of the search and recovery efforts, leaked details of the operation. An April press conference revealed details discovered by the BASARNAS rescue team divers. 115 remains (including body parts) were recovered. 111 of them are believed to be from 99 passengers.[72]
Wreckage
An offshore supply ship with the tail of PK-AXC on its stern on 10 January 2015
On the day of the disappearance, a fisherman observed "a lot of debris, small and large, near Pulau Tujuh. [...] It looked like the Air Asia colours."[73][74][75] Another fisherman reported that, while moored on Sunday at Pulau Senggora, south of the town of Pangkalan Bun in Central Kalimantan, "Around 7am, I heard a loud booming sound. Soon afterwards, there was haze that usually happened only during the dry season. [...] Before the booming sound, my friends saw a plane from above Pulau Senggaro heading towards the sea. The plane was said to be flying relatively low but then disappeared."[76][77]
The fishermen's reports, delivered after they had returned home the next day, were credited with guiding the search and rescue team to the vicinity of the crash.[76] The first items of wreckage were spotted by search aircraft on 30 December in the Karimata Strait, 10 kilometres (6.2 mi) from where the crew last contacted air traffic control,[78][79][80][81] and three bodies were recovered by the warship KRI Bung Tomo.[82][83][84][85][e] Also on 30 December Indonesia's Search and Rescue Services reported that the wreckage of the aircraft had been located on the Java Sea floor, 97–100 nautical miles (180–185 km) southwest of Pangkalan Bun.[citation needed]
On 31 December, Basarnas claimed that a sonar image obtained 30 December by an Indonesian naval ship appeared to show an aircraft upside down on the seabed in about 24–30 m (80–100 ft) of water, approximately 3.2–3.5 km (2.0–2.2 mi) from the debris found on 30 December.[88][89][90] The head of the Search and Rescue Agency also denied the existence of any sonar images of the wreckage (as well as the reported recovery of a body wearing a life vest).[29] He stressed that only official information from his Search and Rescue service can be considered to be reliable.
On 2 January 2015, Basarnas reported evidence of a fuel slick on the water surface in the search area, but detection of the fuselage remained unconfirmed.[69]
At a press conference given on the morning of 3 January by Basarnas, the discovery of two large submerged objects was reported: 9.4m × 4.8m × 0.4m, and a thin object 7.2m × 0.5m.[91] Also, the previously reported fuel slick was confirmed. A later media report mentioned four large sections of wreckage, the largest being 18m × 5.4m × 2.2m located at 3.9242°S 110.5252°E.[92] Later in the day, Basarnas announced[93] the discovery of the two larger "adjacent" objects in the afternoon of 3 January was confirmed, but apparently not "adjacent" to the first two somewhat separated items found the previous day. The two additional items were observed to be 18m × 5.4m × 2.2m and 12.4m × 0.6m × 0.5m. No more bodies were found, leaving the total at 30.
On 7 January divers found parts of the aircraft including a portion of the tail.[94] Other portions of the tail are expected to lie nearby.[95][96] On 10 January divers used an inflatable device to bring the aircraft's tail to the surface of the sea.[97][98] They continued to search the sea floor within 500 metres (1,600 ft) of where faint pings were heard.[99]
On 11 January a sonar scan detected an object measuring 10 metres × 4 metres × 2.5 metres on the sea floor, and divers began work to verify the discovery and confirm that it was the fuselage of the missing aircraft.[citation needed]
The flight data recorder was recovered by Indonesian divers on 12 January at 3.6225°S 109.7117°E,[100] within 4 km (2.5 mi) of part of the fuselage and tail.[29] Later in the day the cockpit voice recorder was located[101] and was recovered the following day.[102]
On 14 January searchers located a large portion of the fuselage with one wing attached.[103] On 25 January ropes around the fuselage snapped during an initial failed effort to raise the wreckage. Four bodies were recovered, taking the total recovered to 69. More bodies were thought to be inside. Rear Admiral Widodo, who is in charge of recovery operations, said that the fuselage might be too fragile to be lifted.[104]
On 27 February salvage workers recovered a large piece of fuselage, including the wings, of the A320. Lifting balloons were used to lift the fuselage, but the first attempt failed as the balloons deflated.[105] By March 2015 all large pieces of fuselage from the jet had been lifted from the seafloor and moved for investigation purposes.
Aircraft
The aircraft was an Airbus A320-216,[f] with serial number 3648, registered as PK-AXC. It first flew on 25 September 2008, and was delivered to AirAsia on 15 October 2008. The aircraft had accumulated approximately 23,000 flight hours over 13,600 flights. It had undergone its most recent scheduled maintenance on 16 November 2014.[15] The aircraft was powered by two CFM International CFM56-5B6 engines and was configured to carry 180 passengers.[106]
Passengers and crew[edit]
Persons on board by nationality:[107]
Nationality No.
Indonesia[g] 155
South Korea 3
France[h] 1
Malaysia 1
Singapore 1
United Kingdom[i][108] 1
Total 162
AirAsia released details of the 155 passengers which included 137 adults, 17 children, and one infant. The crew consisted of two pilots and four flight attendants. A company engineer was also on board and was not counted as one of the passengers.[109]
The pilots on board the flight were:[110]
Captain Iriyanto,[j] age 53, an Indonesian national, had a total of 20,537 flying hours, of which 6,100 were with AirAsia Indonesia on the Airbus A320. The captain began his career with the Indonesian Air Force, graduating from pilot school in 1983 and flying jet fighter aircraft. He took early retirement from the air force in the mid-1990s to join Adam Air, and later worked for Merpati Nusantara Airlines and Sriwijaya Air before joining Indonesia AirAsia.[111]
First Officer Rémi Emmanuel Plesel, age 46, a French national, had a total of 2,275 flying hours with AirAsia Indonesia.[109] He was originally from Le Marigot, Martinique,[112] and had studied and worked in Paris. He was living in Indonesia.[113]
41 people who were on board the AirAsia flight were members of a single church congregation. Most were families with young children travelling to Singapore for a new year's holiday.[114]
The bodies began to be released to their families on 1 January 2015. At that time the East Java Department of Visual Identification commissioner stated that the victims were identified by the means of post-mortem results, thumb prints and their personal belongings.[115]
Investigation[edit]
The events leading to the crash were investigated by Indonesia's National Transportation Safety Committee (KNKT or NTSC). Assistance was provided by Australia, France, Singapore, and Malaysia.[116]
Data from the flight data recorder were downloaded.[117] 124 minutes of cockpit dialogue was successfully extracted from the cockpit voice recorder. The sound of many alarms from the flight system can be heard in the final minutes, almost drowning out the voices of the pilots. The investigators ruled out a terrorist attack as the cause and then examined the possibility of human error or aircraft malfunction.[31] The aircraft altitude recorded by ATC radar increased from 32,000 ft (9,750 m) to 37,000 ft (11,300 m) between 06:17:00 and 06:17:54 WIB, at an initial rate of up to 6,000 ft/min (1,830 m/min). At 06:17:54, the aircraft descended from 37,000 ft (11,300 m) to 36,000 ft (11,000 m) in six seconds, and to 29,000 ft (8,840 m) in 31 seconds.[25]
The Indonesian Agency for Meteorology, Climatology and Geophysics had reported that bad weather was believed to be the major factor to triggering the incident, specifically a weather phenomenon called atmospheric icing, "which can cause engine damage due to a cooling process".[118]
Acting director of Air Transportation, Djoko Murjatmodjo, clearly stated that the investigation of the flight route and the investigation of the crash itself are separate. Murjatmodjo said that "AirAsia is clearly wrong because they didn’t fly at a time and schedule that was already determined."[105] Both Singapore’s civil aviation authority and the Changi Airport Group stated that Air Asia was allowed daily flights between Surabaya and Singapore.[119] Tatang Kurniadi, head of Indonesia’s national transportation safety committee, stated that sabotage was ruled out as a cause of the incident by the black boxes, and a preliminary report was supposedly submitted to the International Civil Aviation Organisation by early February.
Final NTSC report[edit]
After studying the wreckage of the Airbus A320-216 as well as the two black boxes and the cockpit recorder, Indonesia's National Transportation Safety Committee issued the report with their conclusions from the investigation on 1 December 2015. The report stated that the sequence of events that led to the crash started with a malfunction in two of the plane’s rudder travel limiter units.[120] A tiny soldered electrical connection in the rudder-travel limiter unit was found to be cracked, causing it to send four warning signals to the pilots.[121] The crew's attempt to fix the problem by resetting the flight management system also disengaged the autopilot, which contributed to the subsequent loss of control.[121]
Specifics in the report indicate that French First Officer Rémi Emmanuel Plesel was at the controls just before the stall warning sounded in the cockpit indicating that the jet had lost lift. The final step of the attempted fix consisted of one of the pilots pulling out and re-inserting the circuit breaker of the Flight Augmentation Computer (FAC),[122]which disengaged the autopilot and the system did not start up again after the circuit breaker was re-installed.[123]This procedure is usually prohibited during flight because disabling the computer causes not only the autopilot but also the automatic stall protection to stop functioning.[124] The FAC is the part of the fly-by-wire system in A320 aircraft responsible for controlling flight surfaces including the rudder. Without the FAC's computerized flight augmentation, pilots would have to "rely on manual flying skills that are often stretched during a sudden airborne emergency".[125] When the crew was required to fly the Airbus A320 manually, there was a nine second delay between the start of the roll and a pilot attempting to take control.[126]
The report did not not specifically conclude that pilot error caused the crash[127] while detailing the chain of events leading to the loss of Flight 8501. However, one of the investigators, the NTSC's Nurcahyo Utomo, referred to an apparent miscommunication between the pilots (based on the recordings on the cockpit voice recorder) and said that the malfunction should not have led to a total loss of control had they followed the recommended procedure.[128]
Specifically, the report stated, "Subsequent flight crew action resulted in inability to control the aircraft... causing the aircraft to depart from the normal flight envelope and enter a prolonged stall condition that was beyond the capability of the flight crew to recover".[129] CNN's aviation correspondent Richard Quest summarized the chain of events as follows: "it's a series of technical failures, but it's the pilot response that leads to the plane crashing."[130]
Chronological ATC radar data of aircraft track obtained from the Indonesian Ministry of Transportation.[25]
Infrared satellite imagery (taken at 7:32 WIB) with flight path superimposed on the right. On this false-colour, water-vapour-band image, blue represents warmer temperatures, while red and ultimately black represent the cold tops of high-altitude clouds.
Secondary radar image shows Flight 8501 (circled in yellow) at an altitude of 36,300 ft (11,100 m) and climbing, travelling at 353 kn (654 km/h; 406 mph) ground speed.[29]
Reaction[edit]
AirAsia[edit]
Following the disappearance, all AirAsia subsidiaries changed their website and social media branding to greyscale images, in mourning for the presumed deaths of the passengers; Changi Airport's Facebook page was similarly changed as well.[131][132] An emergency call center has also been established by the airline, for family of those who were on board the aircraft,[133] and an emergency information center was set up at Juanda International Airport, providing hourly updates and lodging for relatives.[134] Smaller posts were also opened at Soekarno–Hatta International Airport[135] and Sultan Hasanuddin International Airport.[136]
On 31 December 2014, Indonesia AirAsia retired the flight number QZ8501, changing it to QZ678. The return flight number was also changed, from QZ8502 to QZ679.[137]
Subsequent to the 1 December 2015 NTSC report as to the causes of the crash, the airline said it had already implemented improved pilot training. The founder of Indonesia AirAsia, Tony Fernandes, posted the following tweets on Twitter: "These are scars that are left on me forever but I remain committed to make Airasia the very best" and "We owe it to the families and my crew. My heart and deep sorrow goes out to all the families involved in QZ8501."[138] In another tweet, Fernandes wrote: "There is much to be learned here for AirAsia, the manufacturer and the aviation industry. We will not leave any stone unturned to make sure the industry learns from this tragic incident."[139]
Airbus[edit]
Immediately after the NTSC report on the crash was released on 1 December 2015, the manufacturer of the A320 aircraft was not ready to provide a comment, stating in an e-mail that “Airbus has just received the final accident report. We are now carefully studying its content.”[140]
Indonesia[edit]
AirAsia did not have official permission to fly the Surabaya–Singapore route on Sunday – the day of the crash – but was licensed on four other days of the week, and, according to an Indonesian Ministry of Transport statement, "The Indonesian authorities are suspending the company's flights on this route with immediate effect pending an investigation."[16] In response on the same day, the Civil Aviation Authority of Singapore (CAAS) and the Changi Airport Group (CAG) made a clarification that AirAsia QZ8501 "has been given approval at Singapore's end to operate a daily flight for the Northern Winter Season from Oct 26, 2014 to Mar 28, 2015".[141]
On 6 January 2015, Indonesian Ministry of Transport representative Djoko Murjatmojo stated that "officials at the airport operator in Surabaya and [the] air traffic control agency who had allowed the flight to take off had been moved to other duties", and an immediate air transport directive had been issued "making it mandatory for pilots to go through a face-to-face briefing by an airline flight operations officer on weather conditions and other operational issues prior to every flight".[142]
The loss of Flight 8501 also brought attention to the lack of weather radar at Indonesian air traffic control centres.[143][144] According to the Toronto Star, "Indonesia’s aviation industry has been plagued with problems ... pilot shortages, shoddy maintenance and poor oversight have all been blamed following a string of deadly accidents in recent years."[145]
The West Kotawaringin administration in Pangkalan Bun, Central Kalimantan planned to build a memorial for the Air Asia flight which also doubles as a monument for aviation safety. Cental Kalimantan deputy governor Achmad Diran also stated that the monument is also going to be the symbol of gratitude and appreciation for the efforts of the National Search and Rescue Agency. The cornerstone ceremony took place on Wednesday, and was attended by local and state officials and representatives from Australia and Singapore. West Kotawaringin regent Ujang Iskandar stated that “With this monument, we hope that the families and the government will lay flowers every Dec. 28, and continue the dialogue on aviation safety in Indonesia." On March 22, there was a gathering of people near the site of the crash and the crowd laid flowers around.[146]
Family members of crew members and passengers[edit]
Air Asia has reportedly offered US$32,000 or Rp300 million to each of the grieving family members of the victims of the incident as 'initial compensation from an overall part of compensation, Wall Street Journal claimed from a letter on Air Asia stationary dated January 2 grieving family member David Thejakusuma received; who had 7 family members on the flight, the amount for each family member he lost.[147]
On Monday, the 16 of March, Monash University awarded in the form of posthumous title (award of posthumous degree) the Bachelor of Commerce to one of the late crash victims, Kevin Alexander Sujipto. Professor Colm Kearney, Dean of the Faculty of Business and Economics presented it to a member of his family. A memorial service was held alongside the presentation of the award, and was attended by the Consul General of Indonesia for Victoria and Tasmania Dewi Savitri Wahab, 40 of the deceased's friends and representatives from the Indonesian Student Association in Australia (PPIA) Monash University branch.[148]
Legal proceedings[edit]
France opened a criminal investigation to investigate possible manslaughter charges.[149] The family of the first officer, a French national, have filed a lawsuit against AirAsia in connection to the lack of permission to fly on that day, claiming the airline was "endangering the life of others".[149]
Surabaya Mayor Tri Rismaharini says her administration is ready to sue AirAsia should it ignore the rights of the families of passengers on flight QZ8501, following the suspension of the airline’s flight permit from the East Java city to Singapore. Risma said her administration had also consulted with legal experts from Airlangga University on the fears of most families regarding the difficulties in disbursing insurance funds, after the Transportation Ministry regarded the Surabaya-Singapore flight on Dec. 28 as illegitimate. She said her administration continued to collect data on the victims, including their valuable belongings. The data would later be used for insurance purposes and matters related to the beneficiary rights of the affected families.[150]
A US-based aviation lawyer was planning to sue AirAsia claiming that they are "representing" 10 families over an aircraft malfunction following the crash of Flight QZ8501. Principal of Chicago-based Wisner Law Firm Floyd Wisner said that although preliminary investigations found that weather was a factor, the Airbus A320-200 suffered a malfunction of the fly-by-wire system. According to the statement, the lawsuit, which was filed in the US state of Illinois, states that “at the time the accident aircraft left the control of defendant Airbus, it was defectively and unreasonably dangerous,” and names Honeywell International, Motorola Inc and other suppliers along with Airbus as defendants.[151][152]
The case is Aris Siswanto et al v Airbus, SAS et al, 1:15-cv-05486. U.S. District Court, Northern District of Illinois (Chicago). As of 30 June 2015, the suit had still named only Airbus and its suppliers but AirAsia was to be added as a defendant, according to Floyd Wisner of the Wisner law firm.[153]
Air transport industry[edit]
Following the recovery of the flight recorders, on 12 and 13 January, an anonymous International Civil Aviation Organization (ICAO) representative said, "The time has come that deployable recorders are going to get a serious look." Unlike military recorders, which jettison away from an aircraft and float on the water, signalling their location to search and rescue bodies, recorders on commercial aircraft sink. A second ICAO official said that public attention had "galvanized momentum in favour of ejectable recorders on commercial aircraft".[154]
Indonesian tourism[edit]
Indonesia's tourism was badly affected by the incident. According to the head of Indonesia’s Central Statistics Agency (CSA) Suryamin in a press conference at his office on the 1st of April, the accident has caused the number of foreign visitors to decline. Figures from the Indonesian Ministry of Tourism has shown that the number of incoming foreign tourists at Surabaya’s Juanda Airport has declined by 5.33 percent, Jakarta’s Soekarno-Hatta International Airport by 15.01 percent, and Bandung’s Husein Sastranegara Airport by 10.66 percent.[155]
See also[edit]
Adam Air Flight 574
Accidents and incidents involving the Airbus A320 family
List of aircraft accidents and incidents resulting in at least 50 fatalities
Samsung Galaxy S5 Vector.svg2010s portal Aviacionavion.pngAviation portal SanFranHouses06.JPGDisasters portal Flag of Indonesia.svgIndonesia portal Flag of Singapore.svgSingapore portal Sobo 1909 37.pngDeath portal
Notes[edit]
Jump up ^ Location where the aircraft's flight data recorder was found under wreckage on the sea floor
^ Jump up to: a b Also reported as occurring at 05:36 or 05:32 WIB.[14][15]
Jump up ^ Indonesia AirAsia did have permission to fly this route four other days of the week.[16]
Jump up ^ At least one version of the story claims that Flight 8501 requested to climb, but did not specify to what altitude and that Jakarta Centre asked for an altitude, but no response was given by Flight 8501.[24]
Jump up ^ At 10:05 UTC, Reuters, quoting Indonesian official Manahan Simorangkir, reported that 40 bodies had been recovered,[86] but this was later retracted by an Indonesian navy spokesman as a "miscommunication by staff".[87]
Jump up ^ The aircraft was an Airbus A320-200 model; the 16 specifies it was fitted with CFM International CFM56-5B6 engines.
Jump up ^ 149 passengers and six crew members, including the Captain
Jump up ^ One crew member, the first officer
Jump up ^ Dual British-Hong Kong citizen boarding with British passport.
Jump up ^ Iriyanto is a mononym (one-word name), which is common for Indonesian names.
References[edit]
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External links[edit]
[show]Map all coordinates using OSM
Map all coordinates using Google
Map up to 200 coordinates using Bing
Wikinews-logo.svg News related to Indonesia AirAsia Flight 8501 at Wikinews
Media related to Indonesia AirAsia Flight 8501 at Wikimedia Commons
AirAsia Flight 8501 – AirAsia's official webpage for information about Flight 8501
Accident description at the Aviation Safety Network
Passenger list (PDF) – From the Indonesian Ministry of Transportation
"Flight QZ8501 on 28 December – Airbus A320-200 – registered PK-AXC." – Accident investigation by France's aviation accident investigation agency BEA (representing the state of manufacture of the aircraft)
Weather analysis (in Indonesian) – Detailed analysis of weather in the vicinity and time of the crash and its possible implications, by the Indonesian Central Office of Meteorology, Climatology and Geophysics (BMKG)
Flight 8501 Final Report Final accident report from KNKT (Indonesian's National Transportation Safety Committee)
From Wikipedia, the free encyclopedia
Indonesia AirAsia Flight 8501
PK-AXC.jpg
The aircraft involved in the crash, registered as PK-AXC, eight months before the crash
Accident summary
Date 28 December 2014
Summary Rudder travel limiter failure and inappropriate pilot response[1] [2]
Site Karimata Strait, Java Sea (near Belitung and Borneo Islands, Indonesia)[3]
3.623°S 109.712°ECoordinates: 3.623°S 109.712°E[a]
Passengers 155
Crew 7
Fatalities 162 (all)[4]
Survivors 0[4]
Aircraft type Airbus A320-216
Operator Indonesia AirAsia
Registration PK-AXC
Flight origin Juanda International Airport, Surabaya, Indonesia
Destination Singapore Changi Airport, Singapore
Indonesia AirAsia Flight 8501 (QZ8501/AWQ8501) was a scheduled international passenger flight, operated by AirAsia Group affiliate Indonesia AirAsia, from Surabaya, Indonesia, to Singapore. On 28 December 2014, the aircraft operating the route, an Airbus A320-216, registered as PK-AXC, msn: 3648,[5] crashed into the Java Sea during bad weather, killing all 155 passengers and seven crew on board.[6] Two days after the crash, debris from the aircraft and human remains were found floating in the Java Sea. Searchers located wreckage on the sea floor beginning on 3 January, and the flight data recorder and cockpit voice recorder were recovered by 13 January. The search for bodies ended in March 2015 after recovery of 113 of the 162 bodies.[7]
On 20 January 2015, it was reported that the aircraft had stalled during an abnormally steep climb and had been unable to recover. On 1 December 2015, the Indonesian National Transportation Safety Committee released its report concluding that[8] that the sequence of events leading to the crash started with a malfunction in the rudder travel limiter unit that eventually led to a 104-degree roll of the aircraft. The pilots' response, and apparent miscommunication between them, was a significant link in the chain of events that led to the loss of the aircraft.[9] [10][11]
The air crash[12] of 28 December 2014 was the second-deadliest in Indonesian territory, behind Garuda Indonesia Flight 152 in 1997, the third-deadliest aviation incident in 2014, behind Malaysia Airlines Flight 370 and Malaysia Airlines Flight 17.
Contents [hide]
1 Sequence of events
1.1 Timeline of disappearance
2 Search and recovery
2.1 Wreckage
3 Aircraft
4 Passengers and crew
5 Investigation
5.1 Final NTSC report
6 Reaction
6.1 AirAsia
6.2 Airbus
6.3 Indonesia
6.4 Family members of crew members and passengers
6.5 Legal proceedings
6.6 Air transport industry
6.7 Indonesian tourism
7 See also
8 Notes
9 References
10 External links
Sequence of events[
Flight path and location of debris. Flight path (red) is limited to range of Flightradar24 coverage; it does not reflect ATC coverage.
Flight 8501 was a scheduled flight from Surabaya, Java, Indonesia to Singapore on Sunday, 28 December 2014. It was scheduled to depart Juanda International Airport at 05:20 Western Indonesian Time (WIB, UTC+7) and arrive at Singapore Changi Airport at 08:30 Singapore Standard Time (SST, UTC+8).[13] Flight 8501 took off at 05:35.[b] Indonesia AirAsia did not have permission from the Indonesian Ministry of Transportation to operate the route on Sundays.[c][16]
After departure, Flight 8501 was in contact with the Jakarta Area Control Centre (callsign: "Jakarta Center"),[17] which provides air traffic control (ATC) service over the western Java Sea, and flying along air route M635,[17] when it approached a line of thunderstorms off the southwest coast of Borneo.[18] At 06:12, Flight 8501 was flying at flight level 320—approximately 32,000 ft (9,750 m)—when the cockpit requested and received permission to deviate left from its original flight path to avoid these storms.[19] The pilot then requested to climb to flight level 380,[20] which was deferred by ATC because of other aircraft in the vicinity.[17][21][22][23] AirNav Indonesia, which operates the Jakarta Area Control Centre, reported that Jakarta Centre then cleared Flight 8501 to flight level 340 at 06:14,[d] but no response was received; other aircraft in the vicinity were asked to contact Flight 8501, but also did not receive a response.[17][24]
Between 06:17:00 and 06:17:54, the aircraft climbed from 32,000 to 37,000 ft (9,800 to 11,300 m),[25] exceeding a climb rate of 6,000 ft (1,800 m) per minute, about twice the maximum rate that a commercial aircraft should climb in still air.[26][27] A photo of a secondary radar screen, without a timestamp, showed the aircraft at flight level 363—approximately 36,300 ft (11,100 m)—and climbing with a ground speed of 353 knots (654 km/h; 406 mph), which is too slow to maintain stable level flight in still air.[23][28] The Indonesian Minister of Transport interpreted the apparent aircraft behaviour at peak altitude as an aerodynamic stall, when it began to descend at 06:17:54, descending 1,000 ft (300 m) within six seconds and 8,000 ft (2,400 m) within 31 seconds.[25] The aircraft also began a turn to the left, forming at least one complete circle before disappearing from radar at 06:18:44.[25][29][30] The cockpit voice recorder captured multiple warnings, including a stall warning, sounding in the cockpit during the final minutes of the flight.[31] No distress signal was sent from the aircraft.[32][33]
Timeline of disappearance
Elapsed (HH:MM) Time Event
UTC WIB
UTC+7 SST
UTC+8
00:00 27 December 28 December Flight departed from Juanda International Airport.[b] Scheduled departure was 05:20 WIB.[13]
22:35 05:35 06:35
00:37 23:12 06:12 07:12 Pilots requested and received air traffic controller (ATC) clearance to divert left from the flight plan to avoid bad weather. The pilot then also requested permission to climb from 32,000 ft (9,800 m) to 38,000 ft (12,000 m). Jakarta ATC deferred this request because of traffic.[13][20][21]
00:39 23:14 06:14 07:14 ATC offered permission to climb, but no response was received from pilots.[24]
00:42 23:17 06:17 07:17 Radar contact was lost, according to AirNav Indonesia. AirAsia initially reported that contact was lost at 06:24.[13][15][34][35]
00:43 23:18 06:18 07:18 ADS-B transponder signal was lost, with last position reported as 3.3708°S 109.6911°E, according to Indonesia's Ministry of Transport.[29]
01:20 23:55 06:55 07:55 AirAsia Flight QZ8501 was officially declared missing. Its last known position is over the Java Sea, Karimata Strait between the islands of Belitung and Kalimantan.[36]
01:55 28 December 07:30 08:30 The aircraft missed scheduled arrival at Singapore Changi Airport.
00:30
04:47 03:22 10:22 11:22 Search and rescue (SAR) operations were activated by the Indonesia National Search and Rescue Agency (Basarnas) from the Pangkal Pinang office.[37]
04:55 03:30 10:30 11:30 The Civil Aviation Authority of Singapore (CAAS) and Changi Airport Group (CAG) Crisis Management Centres were reported to have been activated, working with the airline’s crisis management team.[38]
05:06 03:41 10:41 11:41 AirAsia announced on Facebook and Twitter (six minutes later) that AirAsia flight QZ8501 from Surabaya to Singapore lost contact with air traffic control.[39][40]
Search and recovery
Shortly after the aircraft was confirmed to be missing, unconfirmed reports stated that wreckage had been found off the island of Belitung in Indonesia.[41][42][43] Indonesia's National Search and Rescue Agency (Basarnas) deployed seven ships and two helicopters to search the shores of Belitung and Kalimantan.[44] The Indonesian Navy and the provincial Indonesian National Police Air and Water Unit each sent out search and rescue teams.[45] In addition, an Indonesian Air Force Boeing 737 reconnaissance aircraft was dispatched to the last known location of the airliner.[46]
The Indonesian Navy dispatched four ships by the end of the first search day and the Air Force deployed aircraft including a CASA/IPTN CN-235.[47] The Indonesian Army deployed ground troops to search the shores and mountains of adjacent islands.[48] Local fishermen also participated in the search.
Ongoing search and rescue operations were under the guidance of the Civil Aviation Authority of Indonesia.[49] The search was suspended at 7:45 pm local time on 28 December due to darkness and bad weather, to be resumed in daylight.[50] An operations center to coordinate search efforts was set up in Pangkal Pinang.[51] The search area was a 270-nautical-mile (500 km) radius near Belitung Island.[13]
Search and rescue operations quickly became an international effort. By 30 December naval and air units from Singapore, Malaysia and Australia had joined Indonesian authorities in patrolling designated search areas.[52] Singapore's Rescue Coordination Centre (RCC) deployed three C-130 Hercules aircraft to aid in the search and rescue operation.[53][54] A Formidable-class frigate, a Victory-class corvette, a Landing Ship Tank, and a submarine support and rescue vessel subsequently took part in the search and rescue after Indonesia's National Search and Rescue Agency accepted the offer of help from the Republic of Singapore Navy. Singapore's Ministry of Transport provided specialist teams from the Air Accident and Investigation Bureau and underwater locator equipment.[54] The Malaysian government set up a rescue coordination centre at Subang and deployed three military vessels and three aircraft, including a C-130, to assist in search and rescue operations.[55][56][57] Australia deployed a P-3 Orion to assist in the search and rescue operation.[58] India put three ships and a Boeing P-8 Poseidon maritime surveillance aircraft on standby for assistance in the search operation, including one ship in the Bay of Bengal and another in the Andaman Sea.[59] Elements of the United States Navy joined the search effort; USS Sampson arrived on station late on 30 December,[60] and USS Fort Worth on 3 January.[61]
By 5 January, 31 bodies had been recovered with the aid of the Russian and the US search teams.[62] Divers entered the main section of the fuselage underwater and discovered 6 bodies on 24 January.[63][64]
Vessels and aircraft from Indonesia, Singapore, Malaysia, Australia, South Korea, Japan, China, the United States, and Russia participated in the search.[65][66][67][68] This fleet included three ships with underwater detectors and two fuel tankers seconded to ensure efficient operation of the vessels in the search area.[69] On 2 January the Indonesian Ministry of Transport reported that two other Indonesian tender vessels had been fitted with equipment which could detect acoustic signals from the flight recorder ("black box") beacons and airframe metal, as well as multibeam side scan sonar.[70]
The official search for bodies ended on 17 March, after 106 bodies had been recovered. Fifty-six bodies remained unaccounted for.[7][71]
A live Reddit feed that was constantly updating the details of the search and recovery efforts, leaked details of the operation. An April press conference revealed details discovered by the BASARNAS rescue team divers. 115 remains (including body parts) were recovered. 111 of them are believed to be from 99 passengers.[72]
Wreckage
An offshore supply ship with the tail of PK-AXC on its stern on 10 January 2015
On the day of the disappearance, a fisherman observed "a lot of debris, small and large, near Pulau Tujuh. [...] It looked like the Air Asia colours."[73][74][75] Another fisherman reported that, while moored on Sunday at Pulau Senggora, south of the town of Pangkalan Bun in Central Kalimantan, "Around 7am, I heard a loud booming sound. Soon afterwards, there was haze that usually happened only during the dry season. [...] Before the booming sound, my friends saw a plane from above Pulau Senggaro heading towards the sea. The plane was said to be flying relatively low but then disappeared."[76][77]
The fishermen's reports, delivered after they had returned home the next day, were credited with guiding the search and rescue team to the vicinity of the crash.[76] The first items of wreckage were spotted by search aircraft on 30 December in the Karimata Strait, 10 kilometres (6.2 mi) from where the crew last contacted air traffic control,[78][79][80][81] and three bodies were recovered by the warship KRI Bung Tomo.[82][83][84][85][e] Also on 30 December Indonesia's Search and Rescue Services reported that the wreckage of the aircraft had been located on the Java Sea floor, 97–100 nautical miles (180–185 km) southwest of Pangkalan Bun.[citation needed]
On 31 December, Basarnas claimed that a sonar image obtained 30 December by an Indonesian naval ship appeared to show an aircraft upside down on the seabed in about 24–30 m (80–100 ft) of water, approximately 3.2–3.5 km (2.0–2.2 mi) from the debris found on 30 December.[88][89][90] The head of the Search and Rescue Agency also denied the existence of any sonar images of the wreckage (as well as the reported recovery of a body wearing a life vest).[29] He stressed that only official information from his Search and Rescue service can be considered to be reliable.
On 2 January 2015, Basarnas reported evidence of a fuel slick on the water surface in the search area, but detection of the fuselage remained unconfirmed.[69]
At a press conference given on the morning of 3 January by Basarnas, the discovery of two large submerged objects was reported: 9.4m × 4.8m × 0.4m, and a thin object 7.2m × 0.5m.[91] Also, the previously reported fuel slick was confirmed. A later media report mentioned four large sections of wreckage, the largest being 18m × 5.4m × 2.2m located at 3.9242°S 110.5252°E.[92] Later in the day, Basarnas announced[93] the discovery of the two larger "adjacent" objects in the afternoon of 3 January was confirmed, but apparently not "adjacent" to the first two somewhat separated items found the previous day. The two additional items were observed to be 18m × 5.4m × 2.2m and 12.4m × 0.6m × 0.5m. No more bodies were found, leaving the total at 30.
On 7 January divers found parts of the aircraft including a portion of the tail.[94] Other portions of the tail are expected to lie nearby.[95][96] On 10 January divers used an inflatable device to bring the aircraft's tail to the surface of the sea.[97][98] They continued to search the sea floor within 500 metres (1,600 ft) of where faint pings were heard.[99]
On 11 January a sonar scan detected an object measuring 10 metres × 4 metres × 2.5 metres on the sea floor, and divers began work to verify the discovery and confirm that it was the fuselage of the missing aircraft.[citation needed]
The flight data recorder was recovered by Indonesian divers on 12 January at 3.6225°S 109.7117°E,[100] within 4 km (2.5 mi) of part of the fuselage and tail.[29] Later in the day the cockpit voice recorder was located[101] and was recovered the following day.[102]
On 14 January searchers located a large portion of the fuselage with one wing attached.[103] On 25 January ropes around the fuselage snapped during an initial failed effort to raise the wreckage. Four bodies were recovered, taking the total recovered to 69. More bodies were thought to be inside. Rear Admiral Widodo, who is in charge of recovery operations, said that the fuselage might be too fragile to be lifted.[104]
On 27 February salvage workers recovered a large piece of fuselage, including the wings, of the A320. Lifting balloons were used to lift the fuselage, but the first attempt failed as the balloons deflated.[105] By March 2015 all large pieces of fuselage from the jet had been lifted from the seafloor and moved for investigation purposes.
Aircraft
The aircraft was an Airbus A320-216,[f] with serial number 3648, registered as PK-AXC. It first flew on 25 September 2008, and was delivered to AirAsia on 15 October 2008. The aircraft had accumulated approximately 23,000 flight hours over 13,600 flights. It had undergone its most recent scheduled maintenance on 16 November 2014.[15] The aircraft was powered by two CFM International CFM56-5B6 engines and was configured to carry 180 passengers.[106]
Passengers and crew[edit]
Persons on board by nationality:[107]
Nationality No.
Indonesia[g] 155
South Korea 3
France[h] 1
Malaysia 1
Singapore 1
United Kingdom[i][108] 1
Total 162
AirAsia released details of the 155 passengers which included 137 adults, 17 children, and one infant. The crew consisted of two pilots and four flight attendants. A company engineer was also on board and was not counted as one of the passengers.[109]
The pilots on board the flight were:[110]
Captain Iriyanto,[j] age 53, an Indonesian national, had a total of 20,537 flying hours, of which 6,100 were with AirAsia Indonesia on the Airbus A320. The captain began his career with the Indonesian Air Force, graduating from pilot school in 1983 and flying jet fighter aircraft. He took early retirement from the air force in the mid-1990s to join Adam Air, and later worked for Merpati Nusantara Airlines and Sriwijaya Air before joining Indonesia AirAsia.[111]
First Officer Rémi Emmanuel Plesel, age 46, a French national, had a total of 2,275 flying hours with AirAsia Indonesia.[109] He was originally from Le Marigot, Martinique,[112] and had studied and worked in Paris. He was living in Indonesia.[113]
41 people who were on board the AirAsia flight were members of a single church congregation. Most were families with young children travelling to Singapore for a new year's holiday.[114]
The bodies began to be released to their families on 1 January 2015. At that time the East Java Department of Visual Identification commissioner stated that the victims were identified by the means of post-mortem results, thumb prints and their personal belongings.[115]
Investigation[edit]
The events leading to the crash were investigated by Indonesia's National Transportation Safety Committee (KNKT or NTSC). Assistance was provided by Australia, France, Singapore, and Malaysia.[116]
Data from the flight data recorder were downloaded.[117] 124 minutes of cockpit dialogue was successfully extracted from the cockpit voice recorder. The sound of many alarms from the flight system can be heard in the final minutes, almost drowning out the voices of the pilots. The investigators ruled out a terrorist attack as the cause and then examined the possibility of human error or aircraft malfunction.[31] The aircraft altitude recorded by ATC radar increased from 32,000 ft (9,750 m) to 37,000 ft (11,300 m) between 06:17:00 and 06:17:54 WIB, at an initial rate of up to 6,000 ft/min (1,830 m/min). At 06:17:54, the aircraft descended from 37,000 ft (11,300 m) to 36,000 ft (11,000 m) in six seconds, and to 29,000 ft (8,840 m) in 31 seconds.[25]
The Indonesian Agency for Meteorology, Climatology and Geophysics had reported that bad weather was believed to be the major factor to triggering the incident, specifically a weather phenomenon called atmospheric icing, "which can cause engine damage due to a cooling process".[118]
Acting director of Air Transportation, Djoko Murjatmodjo, clearly stated that the investigation of the flight route and the investigation of the crash itself are separate. Murjatmodjo said that "AirAsia is clearly wrong because they didn’t fly at a time and schedule that was already determined."[105] Both Singapore’s civil aviation authority and the Changi Airport Group stated that Air Asia was allowed daily flights between Surabaya and Singapore.[119] Tatang Kurniadi, head of Indonesia’s national transportation safety committee, stated that sabotage was ruled out as a cause of the incident by the black boxes, and a preliminary report was supposedly submitted to the International Civil Aviation Organisation by early February.
Final NTSC report[edit]
After studying the wreckage of the Airbus A320-216 as well as the two black boxes and the cockpit recorder, Indonesia's National Transportation Safety Committee issued the report with their conclusions from the investigation on 1 December 2015. The report stated that the sequence of events that led to the crash started with a malfunction in two of the plane’s rudder travel limiter units.[120] A tiny soldered electrical connection in the rudder-travel limiter unit was found to be cracked, causing it to send four warning signals to the pilots.[121] The crew's attempt to fix the problem by resetting the flight management system also disengaged the autopilot, which contributed to the subsequent loss of control.[121]
Specifics in the report indicate that French First Officer Rémi Emmanuel Plesel was at the controls just before the stall warning sounded in the cockpit indicating that the jet had lost lift. The final step of the attempted fix consisted of one of the pilots pulling out and re-inserting the circuit breaker of the Flight Augmentation Computer (FAC),[122]which disengaged the autopilot and the system did not start up again after the circuit breaker was re-installed.[123]This procedure is usually prohibited during flight because disabling the computer causes not only the autopilot but also the automatic stall protection to stop functioning.[124] The FAC is the part of the fly-by-wire system in A320 aircraft responsible for controlling flight surfaces including the rudder. Without the FAC's computerized flight augmentation, pilots would have to "rely on manual flying skills that are often stretched during a sudden airborne emergency".[125] When the crew was required to fly the Airbus A320 manually, there was a nine second delay between the start of the roll and a pilot attempting to take control.[126]
The report did not not specifically conclude that pilot error caused the crash[127] while detailing the chain of events leading to the loss of Flight 8501. However, one of the investigators, the NTSC's Nurcahyo Utomo, referred to an apparent miscommunication between the pilots (based on the recordings on the cockpit voice recorder) and said that the malfunction should not have led to a total loss of control had they followed the recommended procedure.[128]
Specifically, the report stated, "Subsequent flight crew action resulted in inability to control the aircraft... causing the aircraft to depart from the normal flight envelope and enter a prolonged stall condition that was beyond the capability of the flight crew to recover".[129] CNN's aviation correspondent Richard Quest summarized the chain of events as follows: "it's a series of technical failures, but it's the pilot response that leads to the plane crashing."[130]
Chronological ATC radar data of aircraft track obtained from the Indonesian Ministry of Transportation.[25]
Infrared satellite imagery (taken at 7:32 WIB) with flight path superimposed on the right. On this false-colour, water-vapour-band image, blue represents warmer temperatures, while red and ultimately black represent the cold tops of high-altitude clouds.
Secondary radar image shows Flight 8501 (circled in yellow) at an altitude of 36,300 ft (11,100 m) and climbing, travelling at 353 kn (654 km/h; 406 mph) ground speed.[29]
Reaction[edit]
AirAsia[edit]
Following the disappearance, all AirAsia subsidiaries changed their website and social media branding to greyscale images, in mourning for the presumed deaths of the passengers; Changi Airport's Facebook page was similarly changed as well.[131][132] An emergency call center has also been established by the airline, for family of those who were on board the aircraft,[133] and an emergency information center was set up at Juanda International Airport, providing hourly updates and lodging for relatives.[134] Smaller posts were also opened at Soekarno–Hatta International Airport[135] and Sultan Hasanuddin International Airport.[136]
On 31 December 2014, Indonesia AirAsia retired the flight number QZ8501, changing it to QZ678. The return flight number was also changed, from QZ8502 to QZ679.[137]
Subsequent to the 1 December 2015 NTSC report as to the causes of the crash, the airline said it had already implemented improved pilot training. The founder of Indonesia AirAsia, Tony Fernandes, posted the following tweets on Twitter: "These are scars that are left on me forever but I remain committed to make Airasia the very best" and "We owe it to the families and my crew. My heart and deep sorrow goes out to all the families involved in QZ8501."[138] In another tweet, Fernandes wrote: "There is much to be learned here for AirAsia, the manufacturer and the aviation industry. We will not leave any stone unturned to make sure the industry learns from this tragic incident."[139]
Airbus[edit]
Immediately after the NTSC report on the crash was released on 1 December 2015, the manufacturer of the A320 aircraft was not ready to provide a comment, stating in an e-mail that “Airbus has just received the final accident report. We are now carefully studying its content.”[140]
Indonesia[edit]
AirAsia did not have official permission to fly the Surabaya–Singapore route on Sunday – the day of the crash – but was licensed on four other days of the week, and, according to an Indonesian Ministry of Transport statement, "The Indonesian authorities are suspending the company's flights on this route with immediate effect pending an investigation."[16] In response on the same day, the Civil Aviation Authority of Singapore (CAAS) and the Changi Airport Group (CAG) made a clarification that AirAsia QZ8501 "has been given approval at Singapore's end to operate a daily flight for the Northern Winter Season from Oct 26, 2014 to Mar 28, 2015".[141]
On 6 January 2015, Indonesian Ministry of Transport representative Djoko Murjatmojo stated that "officials at the airport operator in Surabaya and [the] air traffic control agency who had allowed the flight to take off had been moved to other duties", and an immediate air transport directive had been issued "making it mandatory for pilots to go through a face-to-face briefing by an airline flight operations officer on weather conditions and other operational issues prior to every flight".[142]
The loss of Flight 8501 also brought attention to the lack of weather radar at Indonesian air traffic control centres.[143][144] According to the Toronto Star, "Indonesia’s aviation industry has been plagued with problems ... pilot shortages, shoddy maintenance and poor oversight have all been blamed following a string of deadly accidents in recent years."[145]
The West Kotawaringin administration in Pangkalan Bun, Central Kalimantan planned to build a memorial for the Air Asia flight which also doubles as a monument for aviation safety. Cental Kalimantan deputy governor Achmad Diran also stated that the monument is also going to be the symbol of gratitude and appreciation for the efforts of the National Search and Rescue Agency. The cornerstone ceremony took place on Wednesday, and was attended by local and state officials and representatives from Australia and Singapore. West Kotawaringin regent Ujang Iskandar stated that “With this monument, we hope that the families and the government will lay flowers every Dec. 28, and continue the dialogue on aviation safety in Indonesia." On March 22, there was a gathering of people near the site of the crash and the crowd laid flowers around.[146]
Family members of crew members and passengers[edit]
Air Asia has reportedly offered US$32,000 or Rp300 million to each of the grieving family members of the victims of the incident as 'initial compensation from an overall part of compensation, Wall Street Journal claimed from a letter on Air Asia stationary dated January 2 grieving family member David Thejakusuma received; who had 7 family members on the flight, the amount for each family member he lost.[147]
On Monday, the 16 of March, Monash University awarded in the form of posthumous title (award of posthumous degree) the Bachelor of Commerce to one of the late crash victims, Kevin Alexander Sujipto. Professor Colm Kearney, Dean of the Faculty of Business and Economics presented it to a member of his family. A memorial service was held alongside the presentation of the award, and was attended by the Consul General of Indonesia for Victoria and Tasmania Dewi Savitri Wahab, 40 of the deceased's friends and representatives from the Indonesian Student Association in Australia (PPIA) Monash University branch.[148]
Legal proceedings[edit]
France opened a criminal investigation to investigate possible manslaughter charges.[149] The family of the first officer, a French national, have filed a lawsuit against AirAsia in connection to the lack of permission to fly on that day, claiming the airline was "endangering the life of others".[149]
Surabaya Mayor Tri Rismaharini says her administration is ready to sue AirAsia should it ignore the rights of the families of passengers on flight QZ8501, following the suspension of the airline’s flight permit from the East Java city to Singapore. Risma said her administration had also consulted with legal experts from Airlangga University on the fears of most families regarding the difficulties in disbursing insurance funds, after the Transportation Ministry regarded the Surabaya-Singapore flight on Dec. 28 as illegitimate. She said her administration continued to collect data on the victims, including their valuable belongings. The data would later be used for insurance purposes and matters related to the beneficiary rights of the affected families.[150]
A US-based aviation lawyer was planning to sue AirAsia claiming that they are "representing" 10 families over an aircraft malfunction following the crash of Flight QZ8501. Principal of Chicago-based Wisner Law Firm Floyd Wisner said that although preliminary investigations found that weather was a factor, the Airbus A320-200 suffered a malfunction of the fly-by-wire system. According to the statement, the lawsuit, which was filed in the US state of Illinois, states that “at the time the accident aircraft left the control of defendant Airbus, it was defectively and unreasonably dangerous,” and names Honeywell International, Motorola Inc and other suppliers along with Airbus as defendants.[151][152]
The case is Aris Siswanto et al v Airbus, SAS et al, 1:15-cv-05486. U.S. District Court, Northern District of Illinois (Chicago). As of 30 June 2015, the suit had still named only Airbus and its suppliers but AirAsia was to be added as a defendant, according to Floyd Wisner of the Wisner law firm.[153]
Air transport industry[edit]
Following the recovery of the flight recorders, on 12 and 13 January, an anonymous International Civil Aviation Organization (ICAO) representative said, "The time has come that deployable recorders are going to get a serious look." Unlike military recorders, which jettison away from an aircraft and float on the water, signalling their location to search and rescue bodies, recorders on commercial aircraft sink. A second ICAO official said that public attention had "galvanized momentum in favour of ejectable recorders on commercial aircraft".[154]
Indonesian tourism[edit]
Indonesia's tourism was badly affected by the incident. According to the head of Indonesia’s Central Statistics Agency (CSA) Suryamin in a press conference at his office on the 1st of April, the accident has caused the number of foreign visitors to decline. Figures from the Indonesian Ministry of Tourism has shown that the number of incoming foreign tourists at Surabaya’s Juanda Airport has declined by 5.33 percent, Jakarta’s Soekarno-Hatta International Airport by 15.01 percent, and Bandung’s Husein Sastranegara Airport by 10.66 percent.[155]
See also[edit]
Adam Air Flight 574
Accidents and incidents involving the Airbus A320 family
List of aircraft accidents and incidents resulting in at least 50 fatalities
Samsung Galaxy S5 Vector.svg2010s portal Aviacionavion.pngAviation portal SanFranHouses06.JPGDisasters portal Flag of Indonesia.svgIndonesia portal Flag of Singapore.svgSingapore portal Sobo 1909 37.pngDeath portal
Notes[edit]
Jump up ^ Location where the aircraft's flight data recorder was found under wreckage on the sea floor
^ Jump up to: a b Also reported as occurring at 05:36 or 05:32 WIB.[14][15]
Jump up ^ Indonesia AirAsia did have permission to fly this route four other days of the week.[16]
Jump up ^ At least one version of the story claims that Flight 8501 requested to climb, but did not specify to what altitude and that Jakarta Centre asked for an altitude, but no response was given by Flight 8501.[24]
Jump up ^ At 10:05 UTC, Reuters, quoting Indonesian official Manahan Simorangkir, reported that 40 bodies had been recovered,[86] but this was later retracted by an Indonesian navy spokesman as a "miscommunication by staff".[87]
Jump up ^ The aircraft was an Airbus A320-200 model; the 16 specifies it was fitted with CFM International CFM56-5B6 engines.
Jump up ^ 149 passengers and six crew members, including the Captain
Jump up ^ One crew member, the first officer
Jump up ^ Dual British-Hong Kong citizen boarding with British passport.
Jump up ^ Iriyanto is a mononym (one-word name), which is common for Indonesian names.
References[edit]
Jump up ^ App, Tiffany (1 December 2015). "Pilot response led to AirAsia crash into Java Sea". CNN. CNN. Retrieved 1 December 2015.
Jump up ^ "Report: Pilot response to equipment malfunction led to Air Asia QZ8501 crash". News. CNN. 1 December 2015. Retrieved 1 December 2015.
Jump up ^ "TNI AL: KRI Bung Tomo Evakuasi Jenazah Penumpang AirAsia dan Dibawa ke Pangkalan Bun". News. detik. 30 December 2014. Retrieved 30 December 2014.
^ Jump up to: a b "Special Reports of QZ8501". Channel NewsAsia. Retrieved 7 February 2015.
Jump up ^ no by-line.--> (28 December 2014). "Database - Accident Description". Air Safety Network. Air Safety Network (ASN). Retrieved 22 December 2015. Check date values in: |access-date= (help)
Jump up ^ "AirAsia QZ8501: More bad weather hits AirAsia search". BBC News. 1 January 2015.
^ Jump up to: a b "AirAsia 8501 crash: Official search for bodies ends". BBC. 17 March 2015. Archived from the original on 17 March 2015. Retrieved 17 March 2015.
Jump up ^ Karmini, Niniek (1 December 2015). "AirAsia crash caused by faulty rudder system, pilot response, Indonesia says". Toronto Star (The Associated Press) (Toronto, Canada). Retrieved 1 December 2015.
Jump up ^ Sherwell, Philip (1 December 2015). "Pilots responding to malfuctioning plane part caused AirAsia crash which killed 162 passengers off Indonesia". The Telegraphy (London, England). Retrieved 1 December 2015.
Jump up ^ Lamb, Kate (December 1, 2015). "AirAsia crash: crew lost control of plane after apparent misunderstanding". The Guardian (London, England). Retrieved December 1, 2015.
Jump up ^ Karmini, Niniek (1 December 2015). "AirAsia crash caused by faulty rudder system, pilot response, Indonesia says". Toronto Star (The Associated Press) (Toronto, Canada). Retrieved 1 December 2015.
Jump up ^ Reuters (5 January 2015). "Underwater search for AirAsia flight QZ8501 resumes". The Guardian. Guardian News and Media Limited. Retrieved 2 December 2015.
^ Jump up to: a b c d e Sentana, I Made; Raghuvanshi, Gaurav (29 December 2014). "Search for Missing AirAsia Flight 8501 Resumes". Wall Street Journal. Retrieved 29 December 2014.
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Jump up ^ Wellman, Alex; Shammas, Alex. "11:00 Airbus waiting to comment". The Mirror (Mirror Online). Retrieved 1 December 2015.
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External links[edit]
[show]Map all coordinates using OSM
Map all coordinates using Google
Map up to 200 coordinates using Bing
Wikinews-logo.svg News related to Indonesia AirAsia Flight 8501 at Wikinews
Media related to Indonesia AirAsia Flight 8501 at Wikimedia Commons
AirAsia Flight 8501 – AirAsia's official webpage for information about Flight 8501
Accident description at the Aviation Safety Network
Passenger list (PDF) – From the Indonesian Ministry of Transportation
"Flight QZ8501 on 28 December – Airbus A320-200 – registered PK-AXC." – Accident investigation by France's aviation accident investigation agency BEA (representing the state of manufacture of the aircraft)
Weather analysis (in Indonesian) – Detailed analysis of weather in the vicinity and time of the crash and its possible implications, by the Indonesian Central Office of Meteorology, Climatology and Geophysics (BMKG)
Flight 8501 Final Report Final accident report from KNKT (Indonesian's National Transportation Safety Committee)
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