It was not clear from the CVR if the FMS was programmed for DXB, although the DFDR indicated that the ILS/VOR frequency was changed to 110.1 MHz which was the frequency for DXB RW12L. The F/O acknowledged the request and commented about the increasing flight deck temperature. The captain instructed the F/O to input DXB into the Flight Management System (FMS). The captain informed BAH-C that the cockpit was 'full of smoke' and commented to the F/O about the inability to see the instruments. This was not part of the Fire Main Deck Non-Normal checklist. The captain told the F/O to pull the smoke evacuation handle. A short interval after the AP was disengaged, the captain informed the F/O that there was limited pitch control of the aircraft in the manual flying mode, the captain then requested the F/O to determine the cause of the pitch control anomaly.ĭuring the turn back to DXB, the AP was re-engaged, and the aircraft descent was stabilised at 19:17. According to the system logic, the cabin began to depressurise, PACKS 2 and 3 shut down automatically, and PACK 2 and 3 positions were then manually selected to OFF on the overhead panel in accordance with the checklist instructions.Īt 19:15, PACK 1 shut down, with no corresponding discussion recorded on the CVR. The Fire Main Deck checklist was activated. BAH-C advised the crew that the aircraft was on a direct heading to DXB and cleared for landing on DXB runway 12 left at their discretion. Following ATC clearance, the flight crew initiated a rapid descent to 10,000 ft. The crew experienced difficulties communicating via the intercom with the masks on, which interfered with the Cockpit Resource Management (CRM).įollowing the initiation of the turn back to DXB, having been cleared to 27,000 ft, the crew requested an expedited, immediate descent to 10,000 feet. At about this time the flight crew put on the oxygen masks and goggles. BAH-C acknowledged the request, cleared the aircraft for a series of right hand heading changes back to DXB onto a heading of 106°.Īt approximately 19:14, the Auto Pilot (AP) disconnected, followed at 19:15 by a second audible alarm similar to the fire bell. The captain elected to return to DXB, and following the request to land as soon as possible to BAH-C, the crew declared an emergency. DOH was the nearest airport at the time the emergency was declared, Dubai (DXB) was approximately 148 NM DME. BAH-C advised the crew that Doha International Airport (DOH) was at the aircrafts 10 oclock position at 100 NM DME. The crew informed BAH-C that they needed to land as soon as possible. The captain advised Bahrain Air Traffic Control (BAH-C) that there was a fire indication on the main deck of the aircraft. The airplane was approaching top of climb (F元20) at the time.įollowing the fire bell annunciation, the captain assumed control of the aircraft as PF, and the First Officer reverted to PNF while managing the fire warnings and cockpit checklists. The flight transited from UAE airspace into Bahrain Airspace where, at 19:12, the fire bell alarm sounded on the flight deck. The take off and climb out from Dubai was uneventful with the exception of a PACK 1 fault which was reset by the PNF at 18:55. The First Officer was the Pilot Flying, the captain was the Pilot Non Flying (PNF) for the sector to Köln/Bonn-Konrad Adenauer Airport (CGN), Germany. The flight then took from Dubai at 18:51. Several Unit Load Devices (ULD) were offloaded and new ULDs were loaded onto the plane. The aircraft was parked at the loading position at 15:35 local time. However, at least three of the shipments contained lithium ion battery packs that met the Class 9 hazardous material criteria. There were no declared shipments of hazardous materials onboard the airplane. On September 3rd 2010, Flight UPS6 arrived from Hong Kong on a scheduled cargo service flight into Dubai (DXB) carrying among other items consignments of cargo that included lithium batteries. Both crew members were killed in the crash. Köln/Bonn-Konrad Adenauer Airport (CGN/EDDK), GermanyĪ Boeing 747-44AF (SCD) cargo plane, registered N571UP, was destroyed in an accident shortly after takeoff from Dubai Airport (DXB), UAE. Accident investigation report completed and information capturedġ6,7 km (10.4 mls) S of Dubai Airport (DXB) ( United Arab Emirates)ĭubai Airport (DXB/OMDB), United Arab Emirates
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