An investigation has found that a series of pilot errors caused the Shoreham Airshow disaster which led to the deaths of 11 men.

A vintage 1955 Hawker Hunter aircraft, flown by pilot Andy Hill, crashed onto the busy A27 in West Sussex on 22 August 2015.

A further 13 people were injured in the disaster and a final report by the Air Accidents Investigation Branch (AAIB) listed a series of failings including poor risk assessments. One of them was that Hill had "not received formal training to escape the manoeuvre".

The 52-year-old pilot from Hertfordshire survived the crash and has been the subject of a manslaughter investigation by Sussex Police. Prosecutors are reportedly thinking about bringing a case after he was interviewed under caution.

It was said in the report that Hill had failed to gain enough height and speed to complete the "bent loop" manoeuvre he was undertaking before the crash.

Investigators said they believed it would have been possible for Hill to halt the manoeuvre but concluded that he either felt it unnecessary or did not know how to do it.

The AAIB interviewed Hill seven times in the past 18 months but he was unable to remember anything about the flight itself.

The report said: "The pilot had not received formal training to escape from the accident manoeuvre in a Hunter and had not had his competence to do so assessed.

"He had not practised the technique for escaping from the accident manoeuvre in a Hunter and did not know the minimum speed from which an escape manoeuvre could be carried out successfully".

Other findings concluded that the plane was not supposed to have been performing the stunt over the A27 as organisers could not control where the plane would come down.

It was stated that the plane had "not been properly maintained". Part of the fuel pump showed signs of ageing and was not considered airworthy.

The report also criticised the Civil Aviation Authority (CAA), which approves safety conditions at airshows. It said the CAA attended only 7% of the airshows that it had approved on safety grounds.

The report made 32 recommendations which focused on the maintenance of military planes, the quality of risk assessments and the permits pilots are given. </s> A pilot whose aircraft crashed during the Shoreham Airshow and killed 11 people will be charged with manslaughter, according to the CPS.

Andy Hill, from Sandon, Hertfordshire, will also be formally charged with endangering the safety of an aircraft.

Police and prosecutors met families of victims of the disaster on Wednesday evening to confirm that the pilot is now facing criminal charges.

Eleven men died when the vintage Hawker Hunter aircraft came down onto the busy A27 in West Sussex when Mr Hill attempted a loop manoeuvre on 22 August 2015.

Simon Ringrose, CPS specialist prosecutor, said: "Following a careful review of the evidence I have found there is sufficient evidence to charge Mr Hill with the manslaughter by gross negligence of the eleven men who died.

"I have also authorised a further charge against Mr Hill of endangering an air craft, contrary to Article 127 of the Air Navigation Order 2009."

Mr Hill, who turns 54 on Thursday, is due to appear before Westminster Magistrates' Court on April 19.

He will be charged with 11 counts of manslaughter by gross negligence, an offence which carries a maximum penalty of life imprisonment, and one count of endangering an aircraft, which can incur a jail term of up to five years, the CPS said.



An earlier investigation by the Air Accidents Investigation Branch (AAIB) found a series of pilot errors caused the crash.

The final report by the AAIB found that Mr Hill failed to gain enough height to complete the "bent loop" manoeuvre he attempted moments before crashing.

It would have been possible for him to abandon the manoeuvre, but it was concluded that Mr Hill either deemed it unnecessary or did not know how to pull out.

Mr Hill survived the crash after being thrown clear from the plane. He was taken to hospital in a critical condition and placed in a medically induced coma. He was discharged from hospital the following month after recovering.

Mr Hill received flying training with the RAF and served as an instructor and fast jet pilot before going into commercial aviation.

He was authorised by the Civil Aviation Authority to fly the Hawker Hunter in displays and was issued with a medical certificate in January 2015, which was valid for 12 months.

The AAIB report said: "The pilot had not received formal training to escape from the accident manoeuvre in a Hunter and had not had his competence to do so assessed.

"He had not practised the technique for escaping from the accident manoeuvre in a Hunter, and did not know the minimum speed from which an escape manoeuvre could be carried out successfully".

The report also found the plane was not supposed to have been performing its display over the A27, but instead over the airfield.

The error meant that event organisers had no control over where the plane came down.

An interim report by the AAIB had found that the Shoreham organisers were unaware of Mr Hill's display plans before his jet crashed.

A risk assessment had been carried out, identifying that crowds often gathered on the A27.

However, the assessment was not fit for purpose and did not consider which particular aircraft would be displaying and the people most likely to be at risk.

In the immediate aftermath of the crash, the Civil Aviation Authority grounded all Hawker Hunter aircraft and restricted other vintage jets flying over land to performing fly-pasts only.

The distance between display lines and crowds was also increased. </s> Accident investigators have concluded that the Shoreham air disaster was caused by pilot error.

Eleven people died when a 1955 Hawker Hunter, piloted by Andrew Hill, crashed onto the A27 in West Sussex during an air show on August 22, 2015.

The speed that the jet aircraft entered a loop manoeuvre was too low and it failed to use maximum thrust, the final report by the Air Accidents Investigation Branch (AAIB) found.

Flight trials indicated the pilot could have pulled out of the stunt up to four seconds after the aircraft reached the top of the loop, but Mr Hill either did not perceive it was necessary or did not realise it was possible, the AAIB said.

The pilot had not received formal training to escape the manoeuvre and had not had his competence to do so assessed, the report found.

The speed, height and thrust followed in the Hunter were "very similar" to another aircraft that the pilot had flown during displays in the run up to the Shoreham event, AAIB principal inspector Julian Firth said.

He added that it was possible "the pilot recalled the wrong numbers, essentially mixing up the two aircraft."

The severity of the outcome was found to be due to the "absence of provisions" to mitigate the effects of an aircraft crashing in an area outside the control of the air show organisers.

Mr Hill, from Sandon, Hertfordshire, survived the crash but suffered serious injuries. He is being investigated by Sussex Police for possible manslaughter.

He was interviewed on seven occasions by AAIB investigators but because of restrictions advised by his doctors they were not able to question him about his conduct during the flight, the AAIB said.

Mr Hill did not recall events between the evening of August 19 and regaining consciousness in hospital after the accident.

He was therefore able to describe his normal practice but not the events on the day of the crash.

The pilot was attempting a bent loop, in which the aircraft pitched up into a loop and then rolls before leaving the manoeuvre in a different direction to its entry.

His display authorisation permitted him to carry out aerobatics at a minimum altitude of 500ft and the normal technique would be to enter the loop at an airspeed of at least 350 knots and use maximum engine thrust to achieve a height of at least 3,500ft at the apex.

But Mr Hill flew at just 185ft at a speed of just 310 knots, reaching 2,700ft at the top of the loop.

Cockpit footage during the flight showed Mr Hill "alert and active", with no suggestion he had passed out, investigators said.

AAIB Julian Firth said: "The aircraft crashed because at the top of its aerobatic manoeuvre it was too low to complete it.

"The reason that the results of this crash were so disastrous is because measures to protect the public were not effective."

A number of safety recommendations were made by the AAIB to the Civil Aviation Authority over improving air show safety.

These include reviewing arrangements for the regulation of ex-military aircraft.

Responding to the official AAIB report into the Shoreham air disaster, the parents of victim Matthew Grimstone, 23, said that the Civil Aviation Authority

and the air show organisers "have got much to answer for". </s> The Aviation Herald Last Update: Tuesday, Sep 10th 2019 19:44Z

24767 Articles available

Events from Jun 19th 1999 to Sep 9th 2019 www.avherald.com Incidents and News in Aviation List by: Filter: Accident: Rovos Rail CVLP at Pretoria on Jul 10th 2018, engine problem

By Simon Hradecky, created Wednesday, Aug 28th 2019 14:31Z, last updated Wednesday, Aug 28th 2019 14:33Z South Africa's Civil Aviation Authority (SACAA) released their final report concluding the probable causes of the accident were:



Probable Cause/s



During take-off, the left engine caught fire and the crew continued with the flight without securing the left engine as prescribed in the aircraft flight manual (AFM). The crew declared an emergency and attempted to return to the aerodrome, however, they lost control of the aircraft and collided with power lines prior to crashing into a factory building.



Contributory Factors:



- Pre-existing damage to the cylinder No 13 piston and ring pack deformation and, most probably, the cylinder No 7’s fractured exhaust valve head that were not detected during maintenance of the aircraft.



- Substandard maintenance for failing to conduct compression tests on all cylinders during the scheduled maintenance prior to the accident.



- Misdiagnosis of the left engine manifold pressure defect as it was reported twice prior to the accident.



- The crew not aborting take-off at 50kts prior to reaching V1; manifold pressure fluctuation was observed by the crew at 50kts and that should have resulted in an aborted take-off.



- Lack of crew resource management; this was evident as the crew ignored using the emergency checklist to respond to the in-flight left engine fire.



- Lack of recency training for both the PF and PM, as well as the LAME.



- Non-compliance to Civil Aviation Regulations by both the crew and the maintenance organisation.



The SACAA analysed that neither pilot was licensed to operate a South Africa registered Convair 340/440. The pilot flying was validated only to fly single engine aircraft, however, no multiengine aircraft, the pilot monitoring was licensed to fly multi engine aircraft, however, was not type rated on the Convair until later (however, this was not added to his license).



The Licensed Aircraft Maintenance Engineer (LAME) was properly certified to conduct maintenance on Convair 340/440 aircraft. The SACAA stated however:



There were no records to indicate when last the LAME had undergone a recurrent training/competency check as required by Part 145.01.11 of the Civil Aviation Regulations. The Aircraft Maintenance Organisation (AMO) could not provide the investigators with the training records of the LAME who was responsible for the maintenance of the Convair 340/440 aircraft. The LAME had misdiagnosed the manifold pressure defect by always removing the manifold pressure gauge whenever there was a left engine manifold pressure defect which was reported twice prior to the accident flight.



The SACAA analysed with respect to the aircraft:



Prior to this accident, the aircraft was last flown on 22 February 2018 and had 18115.1 flying hours. It was then parked for five months before it was flown again on 10 July 2018. The aircraft was being sold and the contract indicated that the aircraft would remain on the RSA register under the registered owner’s name until it was delivered to the new owners in the Netherlands. The new owners were to take delivery of the aircraft in the Netherlands.



The maintenance records revealed that on 26 February 2018, the AMO had recorded the defect of a manifold pressure gauge indication on the No 1 engine which was sticky. As a method of rectification, the manifold dual pressure gauge was removed, cleaned, sign off and refitted to the aircraft. On 5 May 2018, the same defect was recorded by the AMO and, again, the manifold dual pressure gauge was signed off as repaired and refitted. The manifold dual pressure gauge was removed twice (in March and July 2018) over a period of four months due to the left engine manifold pressure defect. During the engine inspection and examination, it was evident that the pre-existing damage on cylinder No 7 and cylinder No 13 were the cause of the left engine manifold pressure defect. The LAME misdiagnosed the manifold pressure indication defect by always removing the manifold dual pressure gauge whenever there was a left engine manifold pressure indication defect which was reported twice prior to the accident flight.



The engine No 1 manifold pressure drop, as reported by the crew during the take-off roll, was the result of a fractured No 7 cylinder exhaust valve head which subsequently caused backfiring. This explains the flames by the engine cowl flaps above the cowling.



During take-off, fire was seen on the top front side of the left engine cowling and exhaust area (Figures 2/3). The ATC stated that the aircraft continued in a northwesterly direction from the aerodrome over Bon Accord Dam at approximately 2 to 2.5 track miles and at a height of about 800 feet AGL, indicating a rate of climb of 600 to 700 feet per minute (fpm). The ATC confirmed to the investigators that the left engine had caught fire and that the crew had broadcasted a ‘MAYDAY’ call; however, when the crew broadcasted ‘MAYDAY’ they did not indicate the nature of the emergency that they were facing. This statement was confirmed by the recordings of the cockpit GoPro camera that was installed in the cockpit at the time of the accident. Although the left engine caught fire during the take-off roll, the crew continued with the flight and did not abort the take-off. Evidence obtained from the Gopro video camera installed in the cockpit showed the LAME giving the PM the quick reference handbook (QRH). However, the PM elected to ignore and not use the QRH for procedures to be followed during an emergency in-flight engine fire as was the case during this accident flight. This, therefore, explains why the left engine continued to be on fire until the aircraft impacted the ground.



Pilots flying multi-engine aircraft are trained to shut down the engine whenever an engine catches fire or whenever the crew suspects fire in the engine. The engine fire in-flight checklist required that the crew shut down the left engine that was on fire and that the left propeller be feathered. The PF and PM never followed the engine fire in-flight checklist and, as a result, the left engine that caught fire was never shut down or the propeller feathered. Post-accident examinations revealed that the left propeller had not been feathered prior to impact with both engines’ settings consistent with engines at take-off or climb.



The aircraft continued with its take-off and climbed to 800 feet AGL (with the left engine still on fire and not secured) before turning right after being cleared by ATC to return to the aerodrome due to the emergency. At this stage, the crew were just observing the LAME who was continuously operating the engine controls and overhead panel switches. This is evident on the Gopro video camera that was installed in the cockpit. Crew resource management was not observed as none of the crew attempted to use the emergency procedures checklist to respond to the inflight left engine fire.



The aircraft made another right turn (base leg) while losing height. It continued in that trajectory and the PF lost aileron control. This occurred due to the weakening of the left-wing rear spar because of fire damage that caused the attachment rivets of the aileron cables to melt, resulting in the cables being slack and, thus, loss of aileron control. The loss of aileron control led to the crew losing control of the aircraft and the aircraft colliding with power lines before impacting the factory building.



This resulted in the left aileron deflecting slightly up and a left roll. This left roll was exacerbated by the left engine operating at partial power loss due to cylinder No 7 and No 13 malfunctioning while the right engine was at full power. This caused a left yaw as a result of the asymmetric engines and required the PF to always make the right rudder input to correct the left yaw. See Appendix C. This resulted in the crew losing control of the aircraft.



The aircraft continued in that attitude while still losing height and impacted the electrical power lines (which were 30 metres high) before impacting trees in the factory yard, the vehicles parked outside the factory building and the factory building with its left wing. The aircraft damaged the factory building as it impacted the centre of the building. The in-board left wing had also separated and was found behind the factory building with its engine a few metres behind the left in-board wing. The right engine had also separated and was found a few metres to the left of the left wing’s position. The aircraft continued for a few metres before impacting the raised ground and stopped at the point of impact. The aircraft broke in two places/points and there was evidence of fire damage on the right side. The right fuel tank still contained fuel which was drained a day after the accident.



The LAME was fatally injured, while the crew, two passengers and four other persons on the ground sustained serious injuries. The rest of the passengers and four other persons on the ground had minor lacerations.



The last maintenance on the engine completed on 6 July 2018, indicated that the AMO had conducted compression tests on all cylinders for both engine 1 and 2 in accordance with the prescribed maintenance schedule (AMS) J15/09/427. The damage found on piston crown cylinder No 13 and Cylinder No 7 during the engine teardown inspection showed that the damage had existed prior to the accident. This explains the manifold pressure defect that was recorded in March 2018 and on 6 July 2018 prior to the accident. This was a clear indication that not all the cylinders had been subjected to the compression tests as was required during the A, B and C maintenance checks completed four days prior to the accident.



The failure of the No. 7 cylinder exhaust valve led to the cylinder cooling fins overheating, thus, causing the failure of the cylinder housing.



The failure of the exhaust valve and its housing led to the continuous fire coming from the cylinder through the chamber in the No 7 cylinder, given that the engine operates at a fairly high RPM. That resulted in the front main spar weakening/flaking and the damage to the aileron pulley attachments failing because of the mounting rivets melting. The melting of the rivets resulted in the pulley attachments falling into the wing and slacking the aileron control cables, which caused the aircraft to roll to the left.



The fire started in the left engine and evidence showed that the No 7 cylinder was the one with the most damage and was the source of the left engine fire. The fire continued burning through a hole on the No 7 cylinder, causing damage to the front wing spar and the left aileron pulley attachment point, melting the attachment rivets.



As a result, the left aileron control cables slacked and the aileron deflected slightly up. With the left engine operating at partial power due to damage and failure of cylinder number 7, the aircraft started rolling to the left. The opening of the left engine cowl flaps in-flight increased the intensity of the engine fire and the left roll.



Piston No 13 was found with carbon build-up, damaged piston crown and oil rings, indicating that cylinder No 13 was not operating effectively. The damage on the piston crown and oil rings would result in the loss of pressure in this cylinder and the left engine not operating at optimum power.



The left engine continued to operate at partial power with the propeller not feathered while the right engine was on full power. Moreover, a non-feathered propeller could induce a high parasite drag on an aircraft performance. The fact that the left engine propeller was never feathered is revealed in the GoPro video camera wherein the crew never discussed securing the left-hand engine.



The right-engine settings were generally consistent with the engine being at full power, which was operating normal, and the right propeller’s pitch was consistent with a high rotation power setting.



Approximately five litres of fuel was drained from the right-wing tanks at the accident site and the fuel was sent for examination. The fuel was consistent with AVGAS 100LL, which was free from contamination. The fuel test report indicated the following: fuel density — 0.717; temperature — 16.5°C; density correction — -0.0029 and 0.7141; batch density — 0.7142 and difference (1) — (2) ± good. The test results revealed that the fuel was good and clean. Two aircraft were refuelled on the same day from the same tank that was used to refuel ZS-BRV and no anomalies were reported. Oil and water methanol samples were examined and found to be within specifications and without contamination.



The hole in cylinder 7 which permitted the fire to escape (Photos: SACAA):







By Simon Hradecky, created Tuesday, Jul 10th 2018 17:00Z, last updated Saturday, Aug 11th 2018 19:04Z



Emergency services reported 4 occupants were trapped inside the aircraft and needed to be freed, all 4 including the pilots received critical injuries. They were flown to a hospital in Johannesburg.



The aircraft was being prepared to depart for Europe to join a display in Lelystad (Netherlands) on Jul 23rd 2018.



The Aviodrome Lelystad reported three of their museum staff were on board of the aircraft, they are all okay with minor injuries only. The aircraft had been donated to the Aviodrome by Rovos Rail and had been restored into flying condition in the colours of Martin's Air Charter, which later became Martinair. The cost for the restoration into airworthy condition and for the repaint of 350,000 Euros had been spent by the Aviodrome. The aircraft was anticipated to join the display at the Aviodrome on Jul 23rd 2018 and was intended to be kept in airworthy condition by the museum staff. Rovos Rail had used the aircraft for luxus air safaris in combination with train journeys until 2009. The aircraft was subsequently offered for sale. In March 2018 the owners decided to donate the aircraft to the Aviodrome as the owners wanted to ensure a good future for the aircraft. The aircraft was to begin the journey to Europe on Jul 12th 2018, but suffered an accident during a test flight on Jul 10th 2018.



Close friends of the flight engineer confirmed the flight engineer passed away as result of the accident. The flight engineer had been working for both Rovos Rail and South African Airways. The aircraft, although certified for a two man operation, was crewed with two pilots and two flight engineers in preparation for the trip to Europe.



Listeners on frequency reported the crew joined a right hand downwind for runway 29. While on the downwind ATC offered runway 24 for landing, the crew however opted for the longer runway 29.



On Jul 11th 2018 South Africa's Civil Aviation Authority (SACAA) reported, that the aircraft belonged to Rovos Rail Tours, the aircraft was departing Wonderboom with the intended destination Pilanesberg. The aircraft carried 3 crew and 16 passengers, 14 South Africans, 3 Dutch and 2 Australians. There were a number of serious injuries on scene, one fatal injury was confirmed on the accident scene. In addition three people on the ground were injured, one of them passed away in the morning of Jul 11th 2018. The aircraft held a certificate of Airworthiness due to expire on August 15th 2018. A team of investigators has been assigned to investigate the accident, a preliminary report is due within 30 days, the investigation however can taken 12 months of more.



Although being a test flight members of the restoration team had been invited to join the flight as appreciation for their work.



Qantas (Australia) told Australian media that their pilot community is in shock over the accident. Two of their most experienced pilots, one of them retired the other current, with over 37,000 hours of flying experience combined (including A380 captaincy) were operating the aircraft.



Based on a video from another aircraft showing the accident aircraft during the last 90 seconds of flight it appears the aircraft lost substantial height while turning base towards the south and was already just above tree/house roof level while heading south over the road towards the south making it impossible to turn further onto final.



On Aug 11th 2018 South Africa's CAA released their



Pilanesberg Aerodrome was closed for fixed wing aircraft due to runway maintenance. A related NOTAM was unknown to crew and staff at Wonderboom airport, who accepted the flight plan and issued takeoff clearance.



At about 50 KIAS in the takeoff run the captain commented the manifold pressure was low. After rotation and becoming airborne, one of the passengers - the assistant to the LAME - went to the cockpit and told the crew the left hand engine was on fire. The aircraft continued to climb at about 600-700 fpm until reaching about 800 feet AGL, then began to lose height. The aircraft continued with the left engine fire, the engine fire checklist was never executed and the crew never attempted to extinguish the fire, the engine fire extinguishing system was never activated. The left engine RPM was fluctuating, the engine fire master caution activated and an audible alarm sounded. The control wheel was deflected to the right, the captain commented the ailerons had been lost and requested the first officer to apply rudder. The GOPRO also revealed that the crew was not sure whether they had retracted their landing gear. In addition, crew and LAME were asking each other which engine was on fire although they had been told by the LAME's assistant. At no time the pilots or LAME discussed or attempted the fire drill for the left hand engine, which would have included feathering the propeller, pull the T-Handle to off to shut off all fluids, close the heat source valves, close the cowl doors, place the fuel shut off valve to CLOSED, turn off the fuel boost pump, operate the appropriate fire switch and if needed operate the alternative fire switch. The aircraft lost height, contacted a number of wires parallel to Sakabuka Street just north of the industrial complex, the aircraft impacted, two vehicles and the industrial complex.



Ground witnesses observed and collected melted metal debris, that fell off the aircraft while it remained airborne.



The SACAA reported the inflight left engine fire consumed parts of the left wing structure, the aircraft was destroyed by impact forces, the post impact fire damaged the right main gear and engine. In addition the power lines, the two vehicles and the industrial complex sustained damage.



The SACAA wrote: "Initial on-site investigation identified that the fire was most intense in the left engine. Soot, glazing and heat signatures were evident on a number of electrical, air, oil and hydraulic supply lines. An external fire had developed in the lower left region of the left engine nacelle. Airframe fire damage was found on the aircraft’s left wing rear spar and the exhaust area. The right engine fire was post-impact and was observed after the crash."



Last moments of flight and impact aftermath from cabin (Video: unknown):

https://www.youtube.com/watch?v=yVewcZzOyTk



The last moments of flight filmed from another aircraft (Video: Werner Schulz):

https://www.youtube.com/watch?v=uU9grBWybQ0



Another ground observer video of departure (Video: Andries Badenhorst):

https://www.youtube.com/watch?v=Zj2J-f7BsGc



Ground observer video of departure:

https://www.youtube.com/watch?v=HnAL_fcaXco



The aircraft climbing out (Photo: Hanke Fourie):





Aerial view of the crash site (Photo: Hanno Greyling):





ZS-BRV on the ground (Photos: ArriveAlive):









Accident Site and points of impact (Graphics: SACAA):





Final flight trajectory based on video from other aircraft (Graphics: AVH/Google Earth):





Detail Map (Graphics: AVH/Google Earth):





Map (Graphics: AVH/Google Earth):









A Rovos Rail Tours Convair CV-340 in MAC Martin's Air Charter colours, registration ZS-BRV performing a test flight from Pretoria Wonderboom to Pilanesberg (South Africa) with 4 crew and 15 passengers, was climbing out of Wonderboom's runway 29 when ground observers observed smoke from the left hand engine, the aircraft appeared to not climb anymore, estimated height was about 300 feet. The aircraft appeared to maneouver to join a right downwind and turn for final when it lost height, impacted and broke through an industrial building and came to rest about 5.7km/3.1nm east of the airport at position S25.6711 E28.2838. About 20 people on the aircraft and on the ground received injuries, the flight engineer received critical injuries and subsequently died, three other people - reportedly including the pilots - received serious injuries. The aircraft received substantial damage beyond repair, the industrial building was basically split into two halves. On Jul 11th 2018 one of the ground victims passed away, too.Emergency services reported 4 occupants were trapped inside the aircraft and needed to be freed, all 4 including the pilots received critical injuries. They were flown to a hospital in Johannesburg.The aircraft was being prepared to depart for Europe to join a display in Lelystad (Netherlands) on Jul 23rd 2018.The Aviodrome Lelystad reported three of their museum staff were on board of the aircraft, they are all okay with minor injuries only. The aircraft had been donated to the Aviodrome by Rovos Rail and had been restored into flying condition in the colours of Martin's Air Charter, which later became Martinair. The cost for the restoration into airworthy condition and for the repaint of 350,000 Euros had been spent by the Aviodrome. The aircraft was anticipated to join the display at the Aviodrome on Jul 23rd 2018 and was intended to be kept in airworthy condition by the museum staff. Rovos Rail had used the aircraft for luxus air safaris in combination with train journeys until 2009. The aircraft was subsequently offered for sale. In March 2018 the owners decided to donate the aircraft to the Aviodrome as the owners wanted to ensure a good future for the aircraft. The aircraft was to begin the journey to Europe on Jul 12th 2018, but suffered an accident during a test flight on Jul 10th 2018.Close friends of the flight engineer confirmed the flight engineer passed away as result of the accident. The flight engineer had been working for both Rovos Rail and South African Airways. The aircraft, although certified for a two man operation, was crewed with two pilots and two flight engineers in preparation for the trip to Europe.Listeners on frequency reported the crew joined a right hand downwind for runway 29. While on the downwind ATC offered runway 24 for landing, the crew however opted for the longer runway 29.On Jul 11th 2018 South Africa's Civil Aviation Authority (SACAA) reported, that the aircraft belonged to Rovos Rail Tours, the aircraft was departing Wonderboom with the intended destination Pilanesberg. The aircraft carried 3 crew and 16 passengers, 14 South Africans, 3 Dutch and 2 Australians. There were a number of serious injuries on scene, one fatal injury was confirmed on the accident scene. In addition three people on the ground were injured, one of them passed away in the morning of Jul 11th 2018. The aircraft held a certificate of Airworthiness due to expire on August 15th 2018. A team of investigators has been assigned to investigate the accident, a preliminary report is due within 30 days, the investigation however can taken 12 months of more.Although being a test flight members of the restoration team had been invited to join the flight as appreciation for their work.Qantas (Australia) told Australian media that their pilot community is in shock over the accident. Two of their most experienced pilots, one of them retired the other current, with over 37,000 hours of flying experience combined (including A380 captaincy) were operating the aircraft.Based on a video from another aircraft showing the accident aircraft during the last 90 seconds of flight it appears the aircraft lost substantial height while turning base towards the south and was already just above tree/house roof level while heading south over the road towards the south making it impossible to turn further onto final.On Aug 11th 2018 South Africa's CAA released their preliminary report stating that a camera had been installed in the cockpit (GOPRO). The cockpit was occupied by the captain, a first officer and the Licensed Aircraft Maintenance Engineer (LAME) conducting the final checks for the flight to the Netherlands, all three had also participated in the ferry flight of another CVLP to Australia two years earlier.Pilanesberg Aerodrome was closed for fixed wing aircraft due to runway maintenance. A related NOTAM was unknown to crew and staff at Wonderboom airport, who accepted the flight plan and issued takeoff clearance.At about 50 KIAS in the takeoff run the captain commented the manifold pressure was low. After rotation and becoming airborne, one of the passengers - the assistant to the LAME - went to the cockpit and told the crew the left hand engine was on fire. The aircraft continued to climb at about 600-700 fpm until reaching about 800 feet AGL, then began to lose height. The aircraft continued with the left engine fire, the engine fire checklist was never executed and the crew never attempted to extinguish the fire, the engine fire extinguishing system was never activated. The left engine RPM was fluctuating, the engine fire master caution activated and an audible alarm sounded. The control wheel was deflected to the right, the captain commented the ailerons had been lost and requested the first officer to apply rudder. The GOPRO also revealed that the crew was not sure whether they had retracted their landing gear. In addition, crew and LAME were asking each other which engine was on fire although they had been told by the LAME's assistant. At no time the pilots or LAME discussed or attempted the fire drill for the left hand engine, which would have included feathering the propeller, pull the T-Handle to off to shut off all fluids, close the heat source valves, close the cowl doors, place the fuel shut off valve to CLOSED, turn off the fuel boost pump, operate the appropriate fire switch and if needed operate the alternative fire switch. The aircraft lost height, contacted a number of wires parallel to Sakabuka Street just north of the industrial complex, the aircraft impacted, two vehicles and the industrial complex.Ground witnesses observed and collected melted metal debris, that fell off the aircraft while it remained airborne.The SACAA reported the inflight left engine fire consumed parts of the left wing structure, the aircraft was destroyed by impact forces, the post impact fire damaged the right main gear and engine. In addition the power lines, the two vehicles and the industrial complex sustained damage.The SACAA wrote: "Initial on-site investigation identified that the fire was most intense in the left engine. Soot, glazing and heat signatures were evident on a number of electrical, air, oil and hydraulic supply lines. An external fire had developed in the lower left region of the left engine nacelle. Airframe fire damage was found on the aircraft’s left wing rear spar and the exhaust area. The right engine fire was post-impact and was observed after the crash."Last moments of flight and impact aftermath from cabin (Video: unknown):The last moments of flight filmed from another aircraft (Video: Werner Schulz):Another ground observer video of departure (Video: Andries Badenhorst):Ground observer video of departure:The aircraft climbing out (Photo: Hanke Fourie):Aerial view of the crash site (Photo: Hanno Greyling):ZS-BRV on the ground (Photos: ArriveAlive):Accident Site and points of impact (Graphics: SACAA):Final flight trajectory based on video from other aircraft (Graphics: AVH/Google Earth):Detail Map (Graphics: AVH/Google Earth):Map (Graphics: AVH/Google Earth):

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Interview: The human factor named "Simon Hradecky" and the team of man and machine Get the news right onto your desktop when they happen © 2008-2019 by The Aviation Herald, all rights reserved, reprint and republishing prohibited. We use cookies to ensure you get the best experience on our site, learn more </s> Five persons, including a passerby, were killed when a chartered aircraft crashed at a construction site in Ghatkopar, Mumbai. The crash took place near Sarvodaya Hospital. There were four people in the aircraft — two pilots and two aircraft maintenance engineers. All four have been killed in the crash and their bodies have been taken to Rajawadi Hospital. Two other people, who suffered injuries, have been rushed to the hospital. Click here for photos of the Mumbai chartered plane crash

A senior DGCA official said: “UY Aviation Pvt Ltd King Air C-90 aircraft VT-UPZ has met with an accident at Mumbai. Operator bought this aircraft from the Uttar Pradesh government. The aircraft took off from Juhu airport for a test flight. There were two pilots and two Aviation Maintenance Engineers on board. All on board aircraft along with one person on the ground are dead. Those on board were board were Capt PS Rajput, Co pilot Maria Zuberi, AME Surbhi and aircraft technician Manish Pandey. The accident site is Ghatkopar, Mumbai. A DGCA team is on its way for a preliminary investigation. The Aircraft Accident Investigation Bureau (AAIB) will do a detailed investigation.” Click here for more details about the chartered aircraft that crashed in Ghatkopar today

Speaking to reporters, Prapti Pednekar, a resident in the area, had said: “there is a lot of smoke and no clarity on how many people are inside. The passerby who died when the aircraft crashed was taken away in an ambulance.” Another eyewitness said he heard two loud crashes and then saw a huge ball of fire. The National Disaster Response Force (NDRF) has been pressed into service.

A senior police official said,” As this was an under construction site, we are still trying to find trapped victims. Also, the search for the black box is on.”

Union Minister for Civil Aviation Suresh Prabhu expressed deep shock over the crash the aircraft in Mumbai. “The minister has directed the concerned officials to rush to the accident spot in Ghatkopar area of Mumbai and provide all possible help and assistance. DGCA has been asked to conduct an investigation into the plane crash,” a Civil Aviation ministry spokesperson said

For all the latest Mumbai News, download Indian Express App </s> The 2016 plane crash that nearly wiped out an entire Brazilian football team was caused by a lack of fuel, Colombia’s civil aviation authority said Friday, following an extensive investigation into the disaster.

It blamed the shortage of fuel on mismanagement by LaMia Airlines, a now-defunct Bolivian charter firm that specialized in flying Latin American football clubs.

The probe was launched after the tragic crash in the Colombian mountains in November 2016, which claimed the lives of 71 people, including all but a handful of players from the Chapecoense team, from southern Brazil.

The tragedy cut short the club’s fairy tale rise from obscurity to the finals of the regional Copa Sudamericana tournament, in which they were to face Atletico Nacional of Medellin.

The accident “was caused by the plane’s empty fuel tank as a result of inappropriate risk management by LaMia,” said Miguel Camacho, who heads the authority’s accident investigation branch.

Investigators from Bolivia, Brazil and Colombia had been probing the cause of the crash, with Friday’s report confirming what had been a leading theory after a recording emerged in which the pilot radioed the control tower to report a fuel emergency.

Following a preliminary investigation a month after the crash, the Colombian aviation authority said it believed the airline had disregarded international rules on fuel reserves.

In its report Friday, the aviation authority said it had found sufficient “evidential and technical support” to corroborate that theory.

“The aircraft was carrying 9,073 kilograms of fuel, which was insufficient to fly” between Santa Cruz, Bolivia and its final destination, the international airport in Rionegro outside Medellin.

“It did not meet the minimum fuel standard for an international flight,” he said.

The probe, which also involved investigators from Brazil, Bolivia, Britain and the United States, said the airline was in “a precarious financial situation” and that it was also not the first time it had allowed planes to fly “with critically low supplies of fuel.”

It also suggested that the pilots were aware of the fuel emergency for some time before contacting air traffic controllers in Colombia, who were exonerated of any responsibility for the crash.

Forty minutes before the accident, “there was an indication in the cabin about the low fuel level and from that moment, the plane was already in an emergency,” Camacho said.

However, “the crew did not inform air traffic control about this emergency to request priority” landing, he said, without suggesting why.

As well as lacking fuel, the plane was also overweight by about 500 kilograms (1,100 pounds).

“In light of the factors which contributed to causing this tragic accident, there were latent shortcomings on the part of LaMia relating to a failure to comply with fuel policies, a lack of supervision and operational control,” the civil aviation authority said in a statement.

Shortly after the crash, Bolivia suspended LaMia’s permit to operate, effectively shutting it down. </s> (CNN) Just before LaMia Flight 2933 crashed into a hillside near Medellin, Colombia, a crew member onboard told air traffic controllers, "The plane is in total electric failure and without fuel," according to two sources familiar with the investigation who heard audio recordings.

The conversations add new details to the final moments of the crash Monday that killed 71 people, including members of a Brazilian soccer team

They also add further evidence supporting investigators' suspicions that the jet had depleted its fuel during its charter flight from Santa Cruz, Bolivia, to Medellin.

Ana Maria holds a statue of Our Lady of Aparecida as she and her family mourn the loss of her son, journalist Guilherme Marques, during a ceremony in Rio de Janeiro on November 29.

Ana Maria holds a statue of Our Lady of Aparecida as she and her family mourn the loss of her son, journalist Guilherme Marques, during a ceremony in Rio de Janeiro on November 29.

Chapecoense supporters take part in a vigil at the team's stadium in Chapeco on Tuesday, November 29.

Chapecoense supporters take part in a vigil at the team's stadium in Chapeco on Tuesday, November 29.

The posts of a soccer goal are decorated with flowers while members of a Colombian army band rehearse for the tribute in Medellin on November 30.

The posts of a soccer goal are decorated with flowers while members of a Colombian army band rehearse for the tribute in Medellin on November 30.

A child with a Chapecoense flag attends a vigil at the team's stadium in Brazil on November 30.

A child with a Chapecoense flag attends a vigil at the team's stadium in Brazil on November 30.

Soccer players from Real Madrid and Cultural Leonesa observe a minute of silence in Madrid to pay tribute to those killed in the crash.

Soccer players from Real Madrid and Cultural Leonesa observe a minute of silence in Madrid to pay tribute to those killed in the crash.

Fans of Atletico Nacional -- the Colombian team that Chapecoense was traveling to play -- pay tribute to the fallen players at a stadium in Medellin, Colombia, on November 30.

Fans of Atletico Nacional -- the Colombian team that Chapecoense was traveling to play -- pay tribute to the fallen players at a stadium in Medellin, Colombia, on November 30.

Fans of the team hold their cell phones in the air during the tribute.

Fans of the team hold their cell phones in the air during the tribute.

Chapecoense supporters light flares during the stadium tribute on November 30. The soccer club, which has risen in the ranks in Brazilian soccer and now has a devoted national fan base, was set to play in the first leg of the South American Cup finals on Wednesday.

Chapecoense supporters light flares during the stadium tribute on November 30. The soccer club, which has risen in the ranks in Brazilian soccer and now has a devoted national fan base, was set to play in the first leg of the South American Cup finals on Wednesday.

Players from the Brazilian soccer team Chapecoense mourn their fallen teammates during a tribute at the team's stadium in Chapeco, Brazil, on Wednesday, November 30. A charter airplane carrying 77 people, including most players from Chapecoense, crashed near Rionegro, Colombia, on Monday, November 28. Seventy-one people were killed, officials said. Six survived: three players, two crew members and one journalist.

Players from the Brazilian soccer team Chapecoense mourn their fallen teammates during a tribute at the team's stadium in Chapeco, Brazil, on Wednesday, November 30. A charter airplane carrying 77 people, including most players from Chapecoense, crashed near Rionegro, Colombia, on Monday, November 28. Seventy-one people were killed, officials said. Six survived: three players, two crew members and one journalist.

The audio was published in Colombian media. Brazilian soccer squad Chapecoense was on its way to the Copa Sudamericana finals in Medellin. Three players, two crew members and one journalist survived, Colombian authorities said.

CNN reported Tuesday evening that investigators were considering a shortage of fuel as a significant contributor to Monday's crash, according to a person familiar with the early stages of the inquiry.

The lack of apparent fire damage among the wreckage of the of the British Aerospace Avro RJ85 strongly suggest the jet's fuel tanks were dry when it hit the ground.

Colombian media on Wednesday also published audio of an Avianca Airlines co-pilot, Juan Sebastian Upegui, relaying an eyewitness account as the doomed LaMia flight descended and lost contact with air traffic control.

Upedgui said the rapidly descending jet passed to the side of his own aircraft. "We even saw the plane lights as it was going down."

The pilot was listening to the radio and recalled that the crew of the LaMia aircraft did not declare to air traffic controllers a specific emergency regarding low fuel. In the audio, Upedgui said, "I remember that [my] commander asked, 'They have fuel problems and are not declaring an emergency?'"

Colombian Civil Aviation Authority spokeswoman Maria Cristina Pabon told CNN she could not confirm the authenticity of Upedgui's recollection or any air traffic control tapes that had been released by Colombian media.

But she added, "there are many coincidences -- it could be [true], however, officially the recordings are in custody and no one can touch them."

Bolivia's Public Works Ministry has launched an investigation into LaMia, a Bolivian charter airline, its owners, and executives.

The Civil Aviation Authorities of Bolivia suspended flying permits for both the airline's operator's certificate and the "permit to operate." Hours after the crash, Bolivian authorities assured that the plane's paperwork was up to date. The Civil Aviation National Registry approves licenses for aircrafts, issues certifications, and monitors legal issues that might affect aircrafts and their operating companies.

LaMia Airline's general manager, Gustavo Vargas Gamboa, and the head of Bolivia's Civil Aviation National Registry are father and son. Vargas Gamboa, the father, denied that the family ties allow him or his company any special benefits. "For this reason, I am not a partner, I'm a general manager," Vargas Gamboa said, explaining he does not own any company assets.

What causes a plane to run out of fuel?

Fuel exhaustion occurs when fuel is cut off from the engines, causing them to stop running. It can be caused by a number of factors including a fuel leak, internal icing, failure of the fuel pumps or gauges, or crew error managing the engine's use of fuel.

Electrical failure would also occur if an aircraft runs out of fuel. Electrical power is generated in-flight when the engines are running or through an auxiliary power unit on board. If those two sources fail, as they would without fuel, an aircraft's onboard batteries can power some systems for a short time.

Alfredo Bocanegra, director of the Colombia Civil Aviation Authority, said even though a preliminary investigation pointed to an electrical problem, the possibility the plane ran out of fuel has not been ruled out, CNN Italian affiliate ANSA reported.

However, Bocanegra said investigators would have to ascertain why the aircraft didn't have enough fuel, because it was just 5 miles away from the airport.

The Colombian Civil Aviation Authority declined to comment further on technical details. Photos released by authorities showed debris from the four-engine Avro RJ85 strewn across a hillside with no apparent charring among the wreckage.

Running out of fuel is "very, very rare in commercial aviation terms because there are so many checks and balances to make sure you have enough fuel on board," said Grant Brophy, an air safety investigator.

Exhausting all fuel aboard is not without precedent. Seventy-three people were killed in 1990 when a Boeing 707 flown by Colombian airline Avianca crashed near New York's John F. Kennedy International Airport after a flight from Medellin when it ran out of fuel, following an extended holding pattern and an aborted landing.

The cause was blamed on poor communication between the crew and air traffic control.

Scheduled commercial aircraft in the US are customarily flown with enough fuel to fly their planned route, plus enough extra fuel to reach the most distant of alternate airport options and 45 minutes of additional fuel as a safety margin to account for adverse wind and weather conditions.

Charter and international operators can operate under different rules, according to Phil Derner, an FAA licensed aircraft dispatcher and editor of the NYC Aviation news outlet.

Investigators will reconstruct the flight's final hours using data collected from the flight data and voice recorder, as well as maintenance and manufacturing records. The plane's so-called "black boxes" were recovered early Tuesday and were in excellent condition, according to Colombian aviation officials.

The charter flight took off from Bolivia's Viru Viru International Airport in Santa Cruz at 6:18 p.m. local time, according to air controller Manuel Palamas.

According to tracking data from FlightRadar24, the aircraft entered a racetrack-shaped holding pattern at around 20,000 feet before it crashed.

Air accident investigators in the United Kingdom, where the plane was manufactured, were also dispatched to the crash site to aid Colombian authorities in determining what happened.

The Avro series of regional jets were once mainstays of small US and European airlines that eventually retired them in favor of more efficient two-engine jets and propeller planes. The jet that crashed Monday flew with US regional carrier Mesaba Airlines when it was first delivered in 1999, according to the Aviation Safety Network.

According to a July 2016 report by Boeing, the Avro family of aircraft has suffered 14 accidents in which the aircraft was a total loss, including seven with fatalities. Monday's crash is the eighth due to noncriminal acts.

The crash marred what has been an otherwise exemplary year for aviation safety. Fatalities due to air crashes so far in 2016 are at less than half the 10-year average. </s> The Shoreham air disaster was caused by the pilot flying too slowly and too low during a loop manoeuvre, accident investigators have said.

Eleven people were killed and 13 injured on 22 August, 2015, when Andrew Hill, 52, crashed in a vintage jet onto the A27 in West Sussex during an air show.

The final report by the Air Accidents Investigation Branch (AAIB) stated that the speed the 1955 Hawker Hunter was doing when it entered the manoeuvre was too low, and it failed to use maximum thrust.

The AAIB also concluded that measures taken to mitigate the effects of an aircraft crashing outside the boundary of the air show were “ineffective” and contributed to the severity of the death toll.

Responding to the report, Sue and Phil Grimstone, the parents of victim Matthew Grimstone, 23, said the Civil Aviation Authority (CAA) and the air show organisers “have got much to answer for”.

In a statement, they said: “Apart from anything that the pilot may have got wrong, it is very evident the CAA and the Shoreham Air Show organisers have got much to answer for. Rules laid down by the CAA were quite clearly inadequate and those that were there were, in some cases, not fully adhered to by the air show organisers.”

Mr Hill, from Sandon, Hertfordshire, suffered serious injuries. He is being investigated by Sussex Police for possible manslaughter.

Following the publication of the AAIB report, the force said it hopes to submit a file of material to the Crown Prosecution Service by 20 June.

Flight trials indicated that Mr Hill, a former RAF pilot, could have pulled out of the stunt up to four seconds after reaching the top of the loop, but he either did not perceive it was necessary or did not realise it was possible.

He had not received formal training to escape the manoeuvre and had not had his competence to do so assessed, the report found.

The speed, height and thrust followed in the Hunter were “very similar” to a Jet Provost that the pilot had flown during displays in the run-up to the Shoreham event, AAIB principal inspector Julian Firth said.

He added that it was possible “the pilot recalled the wrong numbers, essentially mixing up the two aircraft”.

Mr Hill was interviewed on seven occasions by AAIB investigators, but could not remember events between 19 August and regaining consciousness in hospital.

Organisers of the Shoreham air show said it was unlikely they will stage such events in the future. </s> (CNN) Just before LaMia Flight 2933 crashed into a hillside near Medellin, Colombia, a crew member onboard told air traffic controllers, "The plane is in total electric failure and without fuel," according to two sources familiar with the investigation who heard audio recordings.

The conversations add new details to the final moments of the crash Monday that killed 71 people, including members of a Brazilian soccer team.

They also add further evidence supporting investigators' suspicions that the jet had depleted its fuel during its charter flight from Santa Cruz, Bolivia, to Medellin.

Ana Maria holds a statue of Our Lady of Aparecida as she and her family mourn the loss of her son, journalist Guilherme Marques, during a ceremony in Rio de Janeiro on November 29.

Ana Maria holds a statue of Our Lady of Aparecida as she and her family mourn the loss of her son, journalist Guilherme Marques, during a ceremony in Rio de Janeiro on November 29.

Chapecoense supporters take part in a vigil at the team's stadium in Chapeco on Tuesday, November 29.

Chapecoense supporters take part in a vigil at the team's stadium in Chapeco on Tuesday, November 29.

The posts of a soccer goal are decorated with flowers while members of a Colombian army band rehearse for the tribute in Medellin on November 30.

The posts of a soccer goal are decorated with flowers while members of a Colombian army band rehearse for the tribute in Medellin on November 30.

A child with a Chapecoense flag attends a vigil at the team's stadium in Brazil on November 30.

A child with a Chapecoense flag attends a vigil at the team's stadium in Brazil on November 30.

Soccer players from Real Madrid and Cultural Leonesa observe a minute of silence in Madrid to pay tribute to those killed in the crash.

Soccer players from Real Madrid and Cultural Leonesa observe a minute of silence in Madrid to pay tribute to those killed in the crash.

Fans of Atletico Nacional -- the Colombian team that Chapecoense was traveling to play -- pay tribute to the fallen players at a stadium in Medellin, Colombia, on November 30.

Fans of Atletico Nacional -- the Colombian team that Chapecoense was traveling to play -- pay tribute to the fallen players at a stadium in Medellin, Colombia, on November 30.

Fans of the team hold their cell phones in the air during the tribute.

Fans of the team hold their cell phones in the air during the tribute.

Chapecoense supporters light flares during the stadium tribute on November 30. The soccer club, which has risen in the ranks in Brazilian soccer and now has a devoted national fan base, was set to play in the first leg of the South American Cup finals on Wednesday.

Chapecoense supporters light flares during the stadium tribute on November 30. The soccer club, which has risen in the ranks in Brazilian soccer and now has a devoted national fan base, was set to play in the first leg of the South American Cup finals on Wednesday.

Players from the Brazilian soccer team Chapecoense mourn their fallen teammates during a tribute at the team's stadium in Chapeco, Brazil, on Wednesday, November 30. A charter airplane carrying 77 people, including most players from Chapecoense, crashed near Rionegro, Colombia, on Monday, November 28. At least 71 people were killed, officials said. Six survived: three players, two crew members and one journalist.

Players from the Brazilian soccer team Chapecoense mourn their fallen teammates during a tribute at the team's stadium in Chapeco, Brazil, on Wednesday, November 30. A charter airplane carrying 77 people, including most players from Chapecoense, crashed near Rionegro, Colombia, on Monday, November 28. At least 71 people were killed, officials said. Six survived: three players, two crew members and one journalist.

The audio was published in Colombian media. Brazilian soccer squad Chapecoense was on its way to the Copa Sudamericana finals in Medellin. Three players, two crew members and one journalist survived, Colombian authorities said.

CNN reported Tuesday evening that investigators were considering a shortage of fuel as a significant contributor to Monday's crash, according to a person familiar with the early stages of the inquiry.

The lack of apparent fire damage among the wreckage of the of the British Aerospace Avro RJ85 strongly suggest the jet's fuel tanks were dry when it hit the ground.

Colombian media on Wednesday also published audio of an Avianca Airlines co-pilot, Juan Sebastian Upegui, relaying an eyewitness account as the doomed LaMia flight descended and lost contact with air traffic control.

Upedgui said the rapidly descending jet passed to the side of his own aircraft. "We even saw the plane lights as it was going down."

The pilot was listening to the radio and recalled that the crew of the LaMia aircraft did not declare to air traffic controllers a specific emergency regarding low fuel. In the audio, Upedgui said, "I remember that [my] commander asked, 'They have fuel problems and are not declaring an emergency?'"

Colombian Civil Aviation Authority spokeswoman Maria Cristina Pabon told CNN she could not confirm the authenticity of Upedgui's recollection or any air traffic control tapes that had been released by Colombian media.

But she added, "there are many coincidences -- it could be [true], however, officially the recordings are in custody and no one can touch them."

What causes a plane to run out of fuel?

Fuel exhaustion occurs when fuel is cut off from the engines, causing them to stop running. It can be caused by a number of factors including a fuel leak, internal icing, failure of the fuel pumps or gauges, or crew error managing the engine's use of fuel.

Electrical failure would also occur if an aircraft runs out of fuel. Electrical power is generated in-flight when the engines are running or through an auxiliary power unit on board. If those two sources fail, as they would without fuel, an aircraft's onboard batteries can power some systems for a short time.

Alfredo Bocanegra, director of the Colombia Civil Aviation Authority, said even though a preliminary investigation pointed to an electrical problem, the possibility the plane ran out of fuel has not been ruled out, CNN Italian affiliate ANSA reported.

However, Bocanegra said investigators would have to ascertain why the aircraft didn't have enough fuel, because it was just 5 miles away from the airport.

The Colombian Civil Aviation Authority declined to comment further on technical details. Photos released by authorities showed debris from the four-engine Avro RJ85 strewn across a hillside with no apparent charring among the wreckage.

Running out of fuel is "very, very rare in commercial aviation terms because there are so many checks and balances to make sure you have enough fuel on board," said Grant Brophy, an air safety investigator.

Exhausting all fuel aboard is not without precedent. Seventy-three people were killed in 1990 when a Boeing 707 flown by Colombian airline Avianca crashed near New York's John F. Kennedy International Airport after a flight from Medellin when it ran out of fuel, following an extended holding pattern and an aborted landing.

The cause was blamed on poor communication between the crew and air traffic control.

Scheduled commercial aircraft in the US are customarily flown with enough fuel to fly their planned route, plus enough extra fuel to reach the most distant of alternate airport options and 45 minutes of additional fuel as a safety margin to account for adverse wind and weather conditions.

Charter and international operators can operate under different rules, according to Phil Derner, an FAA licensed aircraft dispatcher and editor of the NYC Aviation news outlet.

Investigators will reconstruct the flight's final hours using data collected from the flight data and voice recorder, as well as maintenance and manufacturing records. The plane's so-called "black boxes" were recovered early Tuesday and were in excellent condition, according to Colombian aviation officials.

The charter flight took off from Bolivia's Viru Viru International Airport in Santa Cruz at 6:18 p.m. local time, according to air controller Manuel Palamas.

According to tracking data from FlightRadar24, the aircraft entered a racetrack-shaped holding pattern at around 20,000 feet before it crashed.

Air accident investigators in the United Kingdom, where the plane was manufactured, were also dispatched to the crash site to aid Colombian authorities in determining what happened.

The Avro series of regional jets were once mainstays of small US and European airlines that eventually retired them in favor of more efficient two-engine jets and propeller planes. The jet that crashed Monday flew with US regional carrier Mesaba Airlines when it was first delivered in 1999, according to the Aviation Safety Network.

According to a July 2016 report by Boeing, the Avro family of aircraft has suffered 14 accidents in which the aircraft was a total loss, including seven with fatalities. Monday's crash is the eighth due to noncriminal acts.

The crash marred what has been an otherwise exemplary year for aviation safety. Fatalities due to air crashes so far in 2016 are at less than half the 10-year average.
The Civil Aviation Authority of South Africa concludes its investigation with a final report indicating the accident was caused by poor maintenance and errors by unqualified pilots.