Hello All..!

I want to tell you that you are most definitely being scammed by your local CAAVC or Aviation governing authority. there is no way in hell that it can take so long for the USA NTSB to investigate the Dana air crash and not know what happened.

it is so fake you need to rise up and tell, your people you are tired of corruption, and need answers..!!!

I know beyond any doubt that your local government is hiding what actually went wrong on the flight. I think they ran our of fuel or had pother issues but they are not telling you the truth.

You should demand answers..!!]

see you,

Downdraft

Hello,

I am trying to see if anyone has heard about the updates from the NTSB regarding the Dana Airlines Crash last year? My friend Captain Pete Waxton was flying the jet. If there hasn't been an official report, there must be some problems. Let me know.

Regards,

Downdraft

Hello All, That was the first report. Here is the lates report I found. It is being reported that the FDR (Flight Data Recorder) was severly damged by a post crash fire to retrieve flight data. They only have the CVR (cockpit voice recorder) with last 31 min of flight recording. The engines are being further inspected but no report is in. I think there is a good chance they (NTSB) will be able to piece together what resulted in the crash.

I will keep looking out for more info to report here.

God Bless,

Downdraft

http://leadership.ng/nga/articles/43718/2012/12/29/no_date_yet_final_report_dana_crash_aib.html?quicktabs_1=0


No Date Yet For Final Report Of Dana Crash – AIB

The Accident Investigation Bureau (AIB) yesterday said the federal government has started implementing the findings and recommendations from Dana Air crash despite the fact that the final report into the disaster of Sunday, June 3, 2012 has not been concluded.

AIB Commissioner, Captain Mukhtar Usman, who hinted that investigation into the disaster is still on-going, said, “I cannot put a deadline as to when the report will be ready,” stressing that the investigations were not to apportion blame to anyone but to prevent future occurrence.

On the findings of the House of Representatives on the accident, which indicted Nigerian Civil Aviation Authority (NCAA) and the airline for negligence and incompetence, Muktar said the only investigation recognised by the International Civil Aviation Organisation (ICAO) is the one conducted by AIB. He said other agencies of the government can still conduct their own investigations.

He however revealed that the AIB Laboratory that will aid the organisation in processing data in relation to accident investigation and prevention has been delivered at the cost of $5.5 million.

He said the laboratory would be installed in Abuja as soon as AIB settles outstanding payment to the manufacturers.

http://saharareporters.com/news-page/preliminary-report-dana-crash-identifies-double-engine-failure-cause-accident



Preliminary Report on Dana Crash Identifies Double Engine Failure As Cause of Accident



Posted: July 13, 2012 - 15:30








Crash site of Dana flight 992 in Lagos



By SaharaReporters, New York

A preliminary investigation of the June 3 Dana plane crash by the Accident Investigation Bureau (AIB) of the Ministry of Aviation says that the primary cause of the accident was the aircraft’s loss of two engines and non-functionality of the throttles on the final descent into Lagos.

This is in consonance with a SaharaReporters report of June 6 in which Air traffic controllers said that the aircraft most likely had one failed engine long before the pilot declared an emergency.

Aviation sources had told us that the pilot requested to land on Murtala Muhammad Airport’s longer runway 18R, only to call air controllers back a few minutes later to declare a total emergency. That second call was thought to have been the result of the discovery of the failure of the second engine. In the crash that followed, less than six miles from the airport, 153 persons on board and 10 on the ground were killed.

The new report dismissed widespread speculation in the print media that the plane must have lifted contaminated fuel that might have affected the two engines. “Preliminary analysis of fuel samples from the refueling truck and the supply tank at ABV were negative for contamination,” it said.

The AIB report, which was released yesterday by the Ministry of Aviation, observed that prior to the accident, the Commander of the flight and his First Officer, in their conversations on take-off from Abuja, had noticed a malfunction between the engine throttle setting and an engine power indication, but they did not voice concerns at the time that the condition would affect the continuation of the flight.

“The flight crew continued to monitor the condition and became increasingly concerned as the flight transition through the initial descent from cruise altitude at 1522 and the subsequent approach phase,” the report said.

It noted that a review of the aircraft technical logs of the 30 days before the crash did not indicate any problems. Indeed, the airplane had last undergone maintenance only two days before, on 1st June 2012.
This contradicts the view of our aviation sources who had said in our report of June 6 that Dana Air must have known that the jet in the crash had mechanical troubles because they conducted a short flight test between the Lagos and Ibadan airport the day before the crash with a view to proving to regulators that the jet was “airworthy”.

The report also said that both the Cockpit Voice Recorder (CVR) and the flight data recorder (FDR) were analysed at the facilities of the National Transportation Safety Board (NTSB), Washington, D.C., USA. While the solid state based memory in the CVR was in good condition and retained 31 minutes of audio information, however, the digital tape based memory in the FDR succumbed to the post crash fire and melted. As a result, no data could be recovered from it.

According to the report, this first phase of the investigation has included visual examination of the aircraft wreckage, review of maintenance records and other historical information of the aircraft, documentation of the training and experience of the flight crew, determination the chronology of the flight, review of recorded data, reconstructing the aircraft refueling, collection of related fuel samples, and interviews of relevant personnel.

“Future investigative activities will include, but is not limited to, the detailed examination of the engines, further testing of fuel samples, continued factual gathering of relevant historical, operational, maintenance and performance information of the accident airplane in addition to other similar airplane models, further development of the background of the flightcrew, further analysis of the CVR audio recording and review of pertinent issues associated with regulatory oversight.”




(Full text of the report of the AIB Preliminary report )

''On 3rd June 2012 about 1545 hours[1], 5N-RAM, a Boeing MD-83, a domestic scheduled commercial flight, operated by Dana Airlines Limited as flight 992 (DAN 992), crashed into a densely populated area during a forced landing following a total loss of power in both engines while on approach to Muhammed Murtala Airport (LOS), Lagos, Nigeria. Visual meteorological conditions prevailed at the time and the airplane was on an instrument flight plan. All of the 153 persons aboard the airplane, including the 6 crew members were fatally injured. There were 10 confirmed ground fatalities. The airplane was destroyed.

There was post impact fire. The flight originated at Abuja (ABV) and the destination was LOS.
The airplane was on the fourth flight segment of the day, consisting of two round-trips between Lagos and Abuja. The accident occurred during the return leg of the second trip. DAN 992 was on final approach for runway 18R at LOS when the crew reported the total loss of power.

According to interviews, the flight arrived in ABV as Dana Air flight 993 about 1350. According to Dana Air ground personnel, routine turn-around activities occurred, including refueling of the airplane. DAN 992 initiated engine startup at 1436, taxied to the runway and was later airborne at 1458 after the flight had reported that it had a fuel endurance of 3.5 hours. Shortly after takeoff, DAN 992 reported 1545 as the estimated time of arrival at LOS as the flight climbed to a cruise altitude of 26,000 ft[2]. DAN0992 made contact with Lagos Area Control Center at 1518 hours.

The cockpit voice recorder (CVR) retained about 31 minutes of the flight and starts about 1515 at which time the captain and first officer were in a discussion of a non-normal condition regarding the correlation between the engine throttle setting and an engine power indication[3]. However, they did not voice concerns then that the condition would affect the continuation of the flight. The flight crew continued to monitor the condition and became increasingly concerned as the flight transition through the initial descent from cruise altitude at 1522 and the subsequent approach phase.

DAN 992 reported passing through 18,100 and 7,700 ft, respectively, at 1530 and 1540 hours. After receiving a series of heading and altitude assignments from the controller, DAN 992 was issued the final heading to intercept the final approach course for runway 18R.

During the period of 1537 and 15:41 the flight crew engaged in pre-landing tasks including deployment of the slats, and extension of the flaps and landing gear. At 15:41:16 the first officer (FO) inquired, "both engines coming up?" and the captain (Capt) replied “negative.

The flight crew subsequently discussed and agreed to declare an emergency. At 1542:10, DANA 992 radioed an emergency distress call indicating "dual engine failure . . . negative response from throttle."
At 1542:35, the flight crew lowered the flaps further and continued with the approach and discussed landing alternatively on runway 18L. At 1542:45, the Capt reported the runway in sight and instructed the FO to raise the flaps up and 4 seconds later to raise the landing gear.

At 1543:27 hours, the Capt informed the FO "we just lost everything, we lost an engine. I lost both engines". During the next 25 seconds until the end of the CVR recording, the flight crew was attempting to restart the engines.

The airplane crashed in a residential area about 5.8 miles north of LOS. The airplane wreckage was on approximately the extended centerline of runway 18R. During the impact sequence, the airplane struck an incomplete building, two trees and three buildings. The wreckage was confined, with the separated tail section and engines located at the beginning of the debris field.

The airplane was mostly consumed by post crash fire. The tail section, both engines and portions of both wings, representing only about 15% of the airplane were recovered from the accident site for further examination.

The two flight recorders, the Cockpit Voice Recorder (CVR) and the flight data recorder (FDR) were analysed at the facilities of the National Transportation Safety Board (NTSB), Washington, D.C., USA. The solid state based memory in the CVR was in good condition and retained 31 minutes of audio information. The digital tape based memory in the FDR succumbed to the post crash fire and melted, consequently no data could be recovered.

The captain, age 55, held an airline transport pilot license with type ratings in the A-320[4], DC-9, FK-28[5], and SF-340[6]. He had over 18,116 hours of total time, including 16,416 hours of pilot-in-command time (PIC). The captain had 7,461 hours in the accident model airplane all of which was as PIC. He was employed with Dana Air on 14 March 2012. He began flying line operations for the company in late May 2012 and had since accrued over 120 hours of flight time. The captain had acquired about 3, 78, and 116 flight hours, respectively, in the preceding 24 hours, 30 and 90 days.

The first officer, age 34, held a commercial pilot license he was type rated in MD-83. He had 1,143 hours of total time, including about 200 hours as pilot-in-command. The first officer had 808 hours in the accident model airplane all of which was second-in-command. He had been previously employed with Dana Air as the Director of Cabin Service before he was hired as a pilot about January 2011. The first officer had accrued about 3, 42, and 154 flight hours, respectively, during the preceding 24 hours, 30 and 90 days.

The airplane was manufactured in 1990 and according to maintenance records it had accumulated 60,846 hours (35,219 cycles) of total time. The left and right engines respectively had 54,322 (30,933 cycles) and 26,025 (12,466 cycles) hours of total time since new. A review of the aircraft technical logs did not reveal of the previous 30 days did not indicate a condition. The airplane had last undergone maintenance on 1st June 2012, and after a return to service flight on 2nd June 2012, it was operated on four revenue flights (two round trips between LOS and ABV) and another four flights on 3rd June 2012.

Fueling records indicated the airplane was uplifted with 8000 lbs of fuel before departure from ABV. The flight crew reported to ATC they had 26,000 lbs of total fuel. Preliminary analysis of fuel samples from the refueling truck and the supply tank at ABV were negative for contamination.

The investigative activities have included, in part, visual examination of the aircraft wreckage, review of maintenance records and other historical information of the aircraft, documentation of the training and experience of the flight crew, determination the chronology of the flight, review of recorded data, reconstructing the aircraft refueling, and collection of related fuel samples, and interviews of relevant personnel.

Future investigative activities will include, but is not limited to, the detailed examination of the engines, further testing of fuel samples, continued factual gathering of relevant historical, operational, maintenance and performance information of the accident airplane in addition to other similar airplane models, further development of the background of the flightcrew, further analysis of the CVR audio recording and review of pertinent issues associated with regulatory oversight.

As the State of Occurrence, the Accident Investigation Bureau (AIB) has instituted an investigation in accordance with the standards and recommendations specified in the provisions of Annex 13 of the International Civil Aviation Organization. As the State of manufacture of the airplane and engine, a US Accredited Representative has been appointed and assisted by US technical advisors from the NTSB, US Federal Aviation Administration, Boeing Airplane Company, and Pratt & Whitney Engines.

In accordance with Annex 13, "the sole objective of the investigation of an accident or incident shall be the prevention of accidents and incidents. It is not for the purpose of this activity to apportion blame or liability."
Accordingly, the AIB with the participation of the parties, including the NCAA, will seek to identify any areas of safety concerns during the investigation and implement the appropriate actions for correction or improvement.

The content of this report is based on preliminary information. The Bureau will continue to conduct the investigation in a meticulous and methodical manner and release facts as they become validated''.

Hello, Here is a news story explaining that it takes from 2 months up to 1 year to have the final results to a plane crash. I think when you have a malfunction such as engine failures the informations should be available within 2 to 3 months because it is obvious, what went wrong.

http://pryordailytimes.com/local/x519315447/Plane-crash-investigation-may-take-up-to-a-year/print

Plane crash investigation may take up to a year

Sheila Stogsdill


MIAMI – Investigation into why a plane crashed on the Will Rogers Turnpike may take up to a year, a Federal Aviation Administration official said Tuesday.

Clair E. Tromsness, 72, of rural Quapaw, was piloting the high-performance plane Monday when it nose-dived onto the turnpike near Miami.

“A preliminary cause should be released in a couple of weeks,” said Roland Herwig, FAA spokesman. “It could take anywhere from two months up to a year before finding out any permanent cause (of why the plane crashed).”

The plane’s propeller, engine and cockpit was strewn across the westbound side of the roadway as authorities examined the crash. The tail of the plane was on the eastbound side of the highway.

No passengers were on board, and no motorists were injured.

Tromsness had told family members the home-built single engine aircraft was having problems. He had just left the Miami airport shortly before the plane crashed.

The plane was modeled after a World War II fighter plane.

Tromsness’ wife, Florence, said he had owned the plane for about a year.

“He was really still trying to learn the plane,” Florence Tromsness said. “He hadn't had a chance to fly it very much, and he’d been wanting to for the last several days.”

Florence Tromsness said her husband had reported problems with the Turbine Legend since he purchased it about a year ago.

“It's been giving us trouble,” she said. “It hasn’t been completely finished.”

Witnesses reportedly saw the plane exhibiting problems in the air prior to the crash, doing flip-flops and then shooting straight up in the air, and coming down fast and hit the ground hard.

Tromsness started the Miami Missionary Tent Manufacturing Co. in 1980. The company manufactured and shipped tents to 135 countries for use as revival tents for Christian ministries, as well as tents for the rental industry for weddings and parties. He retired and turned the business over to his son, David, in the 1990s.

I hope this helps,

Take care,

Downdraft

Hello all, I just wanted make a few points about the Dana Air Crash in June. There should have been some data released by now, its been over 5 months. I would contact the officials as soon as possible to request information about the crash. I dont think there is a good reason to withhold information at this point. They know what went wrong but do not want to disclose it because of possible legal action, so thet seem to just keep silent.

This is my opinion,

Tale care,

Downdraft

Hello Everyone,

I have not heard the final crash results? They should have already been released. If not, you should start asking questions. Take care, Downdraft

Hello Folks, It has been long enough since the crash to review the Flight Data recorder and the Voice Recorder I would assume. Maybe its time to request this information or findings from the authorities??

Dont let them wait to long to report back,

Good Luck,

Downdraft

Here is a preliminary report regarding the Dana Air Crash:

UPDATED REPORT ON DANA AIR 0992, 5N-RAM
CRASH OF 03/06/2012 IN LAGOS
On 3rd June 2012 about 1545 hours1, 5N-RAM, a Boeing
MD-83, a domestic scheduled commercial flight, operated
by Dana Airlines Limited as flight 992 (DAN 992), crashed
into a densely populated area during a forced landing
following a total loss of power in both engines while on
approach to Muhammed Murtala Airport (LOS), Lagos,
Nigeria. Visual meteorological conditions prevailed at the
time and the airplane was on an instrument flight plan. All
of the 153 persons aboard the airplane, including the 6
crew members were fatally injured. There were 10
confirmed ground fatalities. The airplane was destroyed.
There was post impact fire. The flight originated at Abuja
(ABV) and the destination was LOS.
The airplane was on the fourth flight segment of the day,
consisting of two round-trips between Lagos and Abuja.
The accident occurred during the return leg of the second
trip. DAN 992 was on final approach for runway 18R at
LOS when the crew reported the total loss of power.
According to interviews, the flight arrived in ABV as Dana
Air flight 993 about 1350. According to Dana Air ground
personnel, routine turn-around activities occurred,
including refueling of the airplane. DAN 992 initiated
engine startup at 1436, taxied to the runway and was later
airborne at 1458 after the flight had reported that it had a
fuel endurance of 3.5 hours. Shortly after takeoff, DAN
1 All times are based on local time based on the 24-hour clock
992 reported 1545 as the estimated time of arrival at LOS
as the flight climbed to a cruise altitude of 26,000 ft2.
DAN0992 made contact with Lagos Area Control Center at
1518 hours.
The cockpit voice recorder (CVR) retained about 31
minutes of the flight and starts about 1515 at which time
the captain and first officer were in a discussion of a nonnormal
condition regarding the correlation between the
engine throttle setting and an engine power indication3.
However, they did not voice concerns then that the
condition would affect the continuation of the flight. The
flight crew continued to monitor the condition and became
increasingly concerned as the flight transition through the
initial descent from cruise altitude at 1522 and the
subsequent approach phase.
DAN 992 reported passing through 18,100 and 7,700 ft,
respectively, at 1530 and 1540 hours. After receiving a
series of heading and altitude assignments from the
controller, DAN 992 was issued the final heading to
intercept the final approach course for runway 18R.
During the period of 1537 and 15:41 the flight crew
engaged in pre-landing tasks including deployment of the
slats, and extension of the flaps and landing gear. At
15:41:16 the first officer (FO) inquired, "both engines
coming up?" and the captain (Capt) replied “negative.” The
flight crew subsequently discussed and agreed to declare
2 All altitudes are based on mean sea level.
3 Flight crew made reference to the engine pressure ratio gage.
an emergency. At 1542:10, DANA 992 radioed an
emergency distress call indicating "dual engine failure . . .
negative response from throttle."
At 1542:35, the flight crew lowered the flaps further and
continued with the approach and discussed landing
alternatively on runway 18L. At 1542:45, the Capt
reported the runway in sight and instructed the FO to raise
the flaps up and 4 seconds later to raise the landing gear.
At 1543:27 hours, the Capt informed the FO "we just lost
everything, we lost an engine. I lost both engines". During
the next 25 seconds until the end of the CVR recording,
the flight crew was attempting to restart the engines.
The airplane crashed in a residential area about 5.8 miles
north of LOS. The airplane wreckage was on
approximately the extended centerline of runway 18R.
During the impact sequence, the airplane struck an
incomplete building, two trees and three buildings. The
wreckage was confined, with the separated tail section
and engines located at the beginning of the debris field.
The airplane was mostly consumed by post crash fire. The
tail section, both engines and portions of both wings,
representing only about 15% of the airplane were
recovered from the accident site for further examination.
The two flight recorders, the Cockpit Voice Recorder
(CVR) and the flight data recorder (FDR) were analysed at
the facilities of the National Transportation Safety Board
(NTSB), Washington, D.C., USA. The solid state based
memory in the CVR was in good condition and retained 31
minutes of audio information. The digital tape based
memory in the FDR succumbed to the post crash fire and
melted, consequently no data could be recovered.
The captain, age 55, held an airline transport pilot license
with type ratings in the A-3204, DC-9, FK-285, and SF-
3406. He had over 18,116 hours of total time, including
16,416 hours of pilot-in-command time (PIC). The captain
had 7,461 hours in the accident model airplane all of
which was as PIC. He was employed with Dana Air on 14
March 2012. He began flying line operations for the
company in late May 2012 and had since accrued over
120 hours of flight time. The captain had acquired about 3,
78, and 116 flight hours, respectively, in the preceding 24
hours, 30 and 90 days.
The first officer, age 34, held a commercial pilot license he
was type rated in MD-83. He had 1,143 hours of total
time, including about 200 hours as pilot-in-command. The
first officer had 808 hours in the accident model airplane
all of which was second-in-command. He had been
previously employed with Dana Air as the Director of
Cabin Service before he was hired as a pilot about
January 2011. The first officer had accrued about 3, 42,
and 154 flight hours, respectively, during the preceding 24
hours, 30 and 90 days.
4 Airbus A-320
5 Fokker F-28
6 Saab SF-340, a twin-engine turboprop airlaine
The airplane was manufactured in 1990 and according to
maintenance records it had accumulated 60,846 hours
(35,219 cycles) of total time. The left and right engines
respectively had 54,322 (30,933 cycles) and 26,025
(12,466 cycles) hours of total time since new. A review of
the aircraft technical logs did not reveal of the previous 30
days did not indicate a condition. The airplane had last
undergone maintenance on 1st June 2012, and after a
return to service flight on 2nd June 2012, it was operated
on four revenue flights (two round trips between LOS and
ABV) and another four flights on 3rd June 2012.
Fueling records indicated the airplane was uplifted with
8000 lbs of fuel before departure from ABV. The flight
crew reported to ATC they had 26,000 lbs of total fuel.
Preliminary analysis of fuel samples from the refueling
truck and the supply tank at ABV were negative for
contamination.
The investigative activities have included, in part, visual
examination of the aircraft wreckage, review of
maintenance records and other historical information of
the aircraft, documentation of the training and experience
of the flight crew, determination the chronology of the
flight, review of recorded data, reconstructing the aircraft
refueling, and collection of related fuel samples, and
interviews of relevant personnel.
Future investigative activities will include, but is not limited
to, the detailed examination of the engines, further testing
of fuel samples, continued factual gathering of relevant
historical, operational, maintenance and performance
information of the accident airplane in addition to other
similar airplane models, further development of the
background of the flightcrew, further analysis of the CVR
audio recording and review of pertinent issues associated
with regulatory oversight.
As the State of Occurrence, the Accident Investigation
Bureau (AIB) has instituted an investigation in accordance
with the standards and recommendations specified in the
provisions of Annex 13 of the International Civil Aviation
Organization. As the State of manufacture of the airplane
and engine, a US Accredited Representative has been
appointed and assisted by US technical advisors from the
NTSB, US Federal Aviation Administration, Boeing
Airplane Company, and Pratt & Whitney Engines.
In accordance with Annex 13, "the sole objective of the
investigation of an accident or incident shall be the
prevention of accidents and incidents. It is not for the
purpose of this activity to apportion blame or liability."
Accordingly, the AIB with the participation of the parties,
including the NCAA, will seek to identify any areas of
safety concerns during the investigation and implement
the appropriate actions for correction or improvement.
The content of this report is based on preliminary
information. The Bureau will continue to conduct the
investigation in a meticulous and methodical manner and
release facts as they become validated.

Hello,

I will try to answer your questions:

1. The aircrafts emergency doors should be operational but in a crash the aircraft could be damaged and the doors will not open. You also have to have able bodies or crew to try to open them. ground crew may also open the doors.
2. Yes, a crash or hard impact can disable people due to impact force or fire etc.
3. yes, Normally as much of the remaining aircraft as possible would be transferred from the crash site after some investigation, to a hanger or secure location.
4. No, the fuel cannot be drained from the cockpit, however it can be turned off.
5. Like I said before the aircraft will glide approx. 7 to 1. In ideal conditions 1 foot of drop to 7 feet forward. If the plane was at 1000 it would glide about 1 mile.

I read somewhere on this forum that the Blox Box would be available in 2013 Why so long, this process can be completed in 2 to 4 weeks no problem from what I have read.

You guys hand in there, the truth will prevail, I am sure.

Take care,

Downdraft

Yes, after the crash I registered to this site trying to verify a rumor who the captain was. I finally emailed the DO of Dana air who was nice enough to confirm the bad news of my friend.

You are guys are most welcome, thank you for your kind words. Let wait to see what the results are from the NTSB investingation. Later if you have specific questions I can try to answer them for you.

Hello everyone, I have receieved many request to post here and answer questions so if it is agreeable I will try to help you. I want to say that White, Black, indian or whatever race can be the best pilots, but as humans anyone of us pilots can make a mistake even though we try our best. No one is perfect...OK...!!

When I first mentioned the MD-83 was an easy plane to fly, mostly non-hydraulic, not so many things could bring it down. At first I heard single (1) engine trouble, I stated it was not a problem to fly this jet on 1 engine. There are many things that could happen but as I stated only a few realistic things can bring it down from what I read, Thrust reverser unlock, jack-screw failure, most other things are not so difficult. Single engine failure is no problem to fly and land safely.

This was before I heard yesterday, possible dual (2) engine failure or loss of power. In this situation there are gernerally only two (2) things can make this happen

1. Bird strike into both engines
2. No Fuel or Fuel contamination (bad fuel)

Like I said with 2 engines out the plane will come down. If you are high enough, with air speed you can glide down at 7 to 1 glide ratio, 7 feet forward to 1 foot of drop. If the plane was 1000 feet high it could glide about 7000 feet forward.

The "Black Box" or Flight Data recorder and CVR were reported retrieved by the NTSB, National Transportation Safety Board and will be analyzed in Washington DC, USA at the NTSB Laboratory. The Black Box will record up to 1000 perimeters of the last 25 hours of flight and included in this Black Box beside the FDR (flight data recorder) is a CVR (cockpit voice recorder) all cockpit coversations will be recorded and ATC (air traffic coversations are recorded.

ThisANALYZATION process can take normally short as 24 hours to4 weeks to prepare fully. It will show normally exactly how the plabe was flying and engine conditions. It will be formatted into a video flight so the investigaters will know every single thing that happend normally.

Be patient, you will know very soon once the information is extracted and statements are prepaired for the public.

I hope I have answered some of your questions.

Actually Mr Jones, The reason I gave some speculation here is because I read many posts wherit will come down. Seems people couldnt understand who to blame, what to blame or reasons why this could happen. My purpose was to let everyone know an airplane is a machine, machines can break. You may buy a brand new car that can break down, is the same thing, except you can just pull of the road, an airplne you cant do that. My speculations are very real because the MD-83 is a very simple airplane with mostly manual cable flight controls. Easy to fly and not to many things can bring it down with the good weather you had. Like I said single engine no problem, no engines will not fly.

If it was an Airbus too many reasons not to fly because it is a complicated aircraft all hydraulic, electronic computers etc.

Just trying to help, I wont post here anymore, take care.

jim jones:

chiaman, this is unnecessary. as a professional(?), you should know better than publicly speculating on the possible cause(s) of the crash while investigations are ongoing. tell nairalanders more about the captain if you've got nothing better to do with your time. save us all the other nonsense.

As a Captain we sometimes have to fly a plane that has a small problem. This is allowed by Laws or rules of flight as long as it is in the MEL (minimum Equipment List) and if the Captain deems it safe. When I fly, I am responible for 275 lives. we must deem it safe or we do not fly. Because I am white doesnt matter, if i am Nigerian that is fine too. All professional pilots have likewise skills related to flight hours. The more hours and experience pilots have adds to their skill in case of an emergency. I have no problem sitting down on a Nigerian Aircraft, with Nigerian pilots as long as the airlines has a good safety record.

like i said, not to blame everyone or thing, these things can happen.

I relly dont belong here on your website, i just joined trying to find my friend. i hope my posts have not hurt anyones feelings, my heart is sad, I I wish God to have mercey on there souls. God Speed..!

The plane may have been seening dipping for a few reasons. Like i mentioned before, could have had a problem with the jack-screw on the horizontal stabalizer. Could have had problems with the engines, perhaps surging, Fuel problems, in and out of power. As pilots we train for years and years to handle emergencies, especially engine failures. I have over 18,000 flight hours and I am sure Captain Waxtan has over 22,000 hours, he is an excellent pilot..!! The MB-83 has plenty of extra power to fly on one engine. I believe it was much more than that, maybe 2 engines out?? We will see soon that is for sure. lets try not to blame each other, the airplane (its a machine) the airline management, the government. These things happen even to the best. Look at NASA blew up the space shuttle. Like I said, I am sorry for all losses..! RIP

drzed:

Thank you for your insight. Just a question/observation:

Based on account of eye witnesses who said the plane kept dipping and rising as the pilot tried to control it, doesnt that suggest that the engines were still functioning? If the engines were out due to contaminated fuel of whatever, surely, it would be difficult to manoeuvre the plane up and down, continuously. But hopefully, the flight data and cockpit voice recorder will reveal details of what the pilots' went through before it crashed.

So sad. I know the family that lost NINE relatives in that crash. I dont even know what to say to my friend. The pain is incomprehensible. I hope this tragedy wont be swept under the rug of our corrupt system.

May God have mercy on the departed and comfort the living.

I personally knew Capt Peter Waxtan. before I was captain at Spirit Airlines in 2000 I flew with him as his co-pilot. Captain Waxtan had many years of experience flying DC-9's, MD-83's, Air Bus A-320 series. he was a good pilot and would have no problem flying the MD-83 with a simple engine filure. The MD-83 is an easy plane to fly, with almost all manual flight controls. I dont want to seccond guess but on 1 single engine, 147 Pax light fuel load, no problem to handle. I suspect there may have been fuel contamination, causing a dual engine failure. The only other thing that would be difficult to handle would be a Horizontal Stabilizer Jackscrew fairlure or a thrust reverser unlock. One thing for sure, the flight data recorder and the cockpit voice recorder should explain what happend. I am very sad to hear this story, especially about my co-worker but also the many loss of lives from the airplane and the ground. May God bless them all and may the rest in peace.

The Dana Air crash Captains name was Peter Waxton, from USA. He was a good captain and friend for over 10 years. May he and his passengers souls rest in peace. God Bless them all.

Was the captain from the USA? I think it was my friend? May God Bless there souls, all to RIP

God bless their souls and RIP.

Anyone have the crew lists??

I feel sad, pray for the lost souls. I heard the Captain was from USA? I think it was a friend of mine. Anyone know this?? RIP