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Ethiopian Airlines Flight 302

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Ethiopian Airlines Flight 302
ET-AVJ, the aircraft involved in the accident
Accident
Date10 March 2019 (2019-03-10)
SummaryLoss of control in flight
SiteBishoftu, near Addis Ababa Bole International Airport, Addis Ababa, Ethiopia
8°52′37″N 39°15′04″E / 8.87694°N 39.25111°E / 8.87694; 39.25111[1]
Aircraft
Aircraft typeBoeing 737 MAX 8
OperatorEthiopian Airlines
IATA flight No.ET302
ICAO flight No.ETH302
Call signETHIOPIAN 302
RegistrationET-AVJ
Flight originAddis Ababa Bole International Airport, Addis Ababa, Ethiopia
DestinationJomo Kenyatta International Airport, Nairobi, Kenya
Occupants157
Passengers149
Crew8
Fatalities157
Survivors0
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Addis Ababa Bole
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Impact site

Ethiopian Airlines Flight 302 was a scheduled international passenger flight from Bole International Airport in Addis Ababa, Ethiopia, to Jomo Kenyatta International Airport in Nairobi, Kenya. On 10 March 2019, the Boeing 737 MAX 8 aircraft which operated the flight crashed near the town of Bishoftu six minutes after takeoff. All 149 passengers and 8 crew members on board died.

Flight 302 is Ethiopian Airlines' deadliest accident to date, surpassing the fatal hijacking of Flight 961 resulting in a crash near the Comoros in 1996.[2][3] It is also the deadliest aircraft accident to occur in Ethiopia, surpassing the crash of an Ethiopian Air Force Antonov An-26 in 1982, which killed 73 people on board.[4]

This was the second MAX 8 accident in less than five months after the crash of Lion Air Flight 610 in the Java Sea.[2][5][6] The crashes prompted a two-year worldwide long term grounding of the jet and an investigation into how the aircraft was approved for passenger service.

It is one of the two ill-fated flights known as the "UN Shuttle" (alongside Swissair Flight 111) because of its popularity with United Nations officials traveling between the organization's two biggest centers. In the case of Flight 302 the route was very popular as a conveyance between African Union headquarters and UN regional offices in Addis Ababa and Nairobi.

Aircraft and crew

[edit]

The aircraft was a new Boeing 737 MAX 8, with serial number 62450 and registered as ET-AVJ. It was manufactured by Boeing Commercial Airplanes in 2018 and was delivered to Ethiopian Airlines on 15 November and it had logged 1330.3 airframe hours in 382 takeoff and landing cycles. It was also powered by two CFM International LEAP-1B28B1G05 engines.[7][8]

In command was Captain Yared Getachew, aged 29, who had been flying with the airline for almost nine years[9] and had logged a total of 8,122 flight hours, including 4,120 hours on the Boeing 737.[a] He had been a Boeing 737-800 captain since November 2017, and flying Boeing 737 MAX since July 2018.[10] At the time of the accident, he was the youngest captain at the airline.[11] The first officer, Ahmednur Mohammed, aged 25, was a recent graduate from the airline's academy with 361 flight hours logged, including 207 hours on the Boeing 737.[b][10][11]

Accident

[edit]

Flight 302 was a scheduled international passenger flight from Addis Ababa to Nairobi. The aircraft took off from Addis Ababa at 08:38 local time (05:38 UTC) with 149 passengers and 8 crew on board.[5]

One minute into the flight, the first officer, acting on the instructions of the captain, reported a "flight control" problem to the control tower.[13]

Two minutes into the flight, the plane's MCAS system activated, pitching the plane into a dive toward the ground. The pilots struggled to control it and managed to prevent the nose from diving further, but the plane continued to lose altitude.[14]

The MCAS then activated again, dropping the nose even further down. The pilots then flipped a pair of switches to disable the electrical trim tab system, which also disabled the MCAS software. However, in shutting off the electrical trim system, they also shut off their ability to trim the stabilizer into a neutral position with the electrical switch located on their yokes. The only other possible way to move the stabilizer would be by cranking the wheel by hand, but because the stabilizer was located opposite to the elevator, strong aerodynamic forces were acting on it due to the pilots' inadequate thrust management.[15][16] As the pilots had inadvertently left the engines on full takeoff power, which caused the plane to accelerate at high speed, there was further pressure on the stabilizer. The pilots' attempts to manually crank the stabilizer back into position failed.[16]

Three minutes into the flight, with the aircraft continuing to lose altitude and accelerating beyond its safety limits, the captain instructed the first officer to request permission from air traffic control to return to the airport. Permission was granted, and the air traffic controllers diverted other approaching flights. Following instructions from air traffic control, they turned the aircraft to the east, and it rolled to the right. The right wing came to point down as the turn steepened.[16]

At 8:43, having struggled to keep the plane's nose from diving further by manually pulling the yoke, the captain asked the first officer to help him, and turned the electrical trim tab system back on in the hope that it would allow him to put the stabilizer back into neutral trim. However, in turning the trim system back on, he also reactivated the MCAS system, which pushed the nose further down. The captain and first officer attempted to raise the nose by manually pulling their yokes, but the aircraft continued to plunge toward the ground.[16][14]

The aircraft disappeared from radar screens and crashed at almost 08:44, six minutes after takeoff.[12][2][7][17] Flight tracking data showed that the aircraft's altitude and rate of climb and descent were fluctuating.[18] Several witnesses stated the plane trailed "white smoke" and made strange noises before crashing.[19] The aircraft impacted the ground at nearly 700 miles per hour (610 kn; 1,100 km/h).[16] There were no survivors.[5]

It crashed in the woreda (district) of Gimbichu, Oromia Region,[20] in a farm field near the town of Bishoftu, 62 kilometres (39 mi; 33 nmi) southeast of Bole International Airport.[21] The impact created a crater about 28 metres (92 ft) wide, 40 metres (130 ft) long, and wreckage was driven up to 10 metres (33 ft) deep into the soil.[10] Wreckage was strewn around the field along with personal effects and body parts.[16][22][23]

Emergency response

[edit]

Shortly after the crash, police and a firefighting crew from a nearby Ethiopian Air Force base arrived and extinguished the fires caused by the crash.[24] Police cordoned off the site, and Ethiopian Red Cross personnel and air crash investigators moved in. Together with local villagers, they sifted through the wreckage, recovering pieces of the aircraft, personal effects, and human remains. Trucks and excavators were brought in to assist in clearing the crash site. Human remains found were bagged and taken to Bole International Airport for storage in refrigeration units typically used to store roses destined for export, before being taken to St. Paul's Hospital in Addis Ababa for storage pending identification.[22][25] Personnel from Interpol and Blake Emergency Services, a private British disaster response firm contracted by the Ethiopian government, arrived to gather human tissue for DNA testing, and an Israel Police forensics team also arrived to assist in identifying the remains of the two Israeli victims of the crash.[26][27] The Chinese railway construction firm CRSG, later joined by another construction firm, CCCC, brought in large scale equipment including excavators and trucks. They recovered both flight recorders on 11 March, with the first being found at 9 am and the second flight recorder found at 1 pm.[c][28][29] The black boxes were given to Ethiopian Airlines and were sent to Paris for inspection by the BEA, the French aviation accident investigation agency.[30]

Passengers

[edit]

The airline stated that the flight's 149 passengers had 35 different nationalities.[31] Crash victim positive identification was announced on 13 September 2019. Nearly a hundred disaster victim identification (DVI) experts from 14 countries supported the Interpol Incident Response Team (IRT) mission.[32]

Passengers by nationality[33]
Nationality Deaths
Kenya 32
Canada 16
Ethiopia 9
China 8[d]
Italy 8
United States 8
France 7
United Kingdom 7
Egypt 6
Germany 5
India 4
Slovakia 4
Austria 3
Russia 3
Sweden 3
Israel 2
Morocco 2
Poland 2
Spain 2
Belgium 1
Chile 1
Djibouti 1
Indonesia 1
Ireland 1
Mozambique 1
Nepal 1
Nigeria 1
Norway 1
Peru 1
Rwanda 1
Saudi Arabia 1
Serbia 1
Somalia 1
Sudan 1
Togo 1
Uganda 1
Yemen 1
Total 149

All passengers and crew on board, 157 in total, were killed in the accident.[2] Many of the passengers were travelling to Nairobi to attend the fourth session of the United Nations Environment Assembly.[35] A total of 22 people affiliated with the United Nations (UN) were killed, including seven World Food Programme staff, along with staff of the United Nations office in Nairobi, the International Telecommunication Union, and the office of the United Nations High Commissioner for Refugees.[36][37] The Deputy Director of Communications for the Kenya National Commission for UNESCO, two staff of General Electric,[38] a retired Nigerian diplomat and senior UN official who was working on behalf of UNITAR, and a staff member of the Sudan office of the International Organization for Migration were also among the dead.[39][40] The airline stated that one passenger had a United Nations laissez-passer.[31] The flight was considered a "UN shuttle" due to its role in linking the African Union headquarters as well as other UN offices in Addis Ababa to the United Nations Office at Nairobi, the organisation's headquarters in Africa.[41][42][43][44] The Addis Ababa-Nairobi route is also popular with tourists and business people. An employee of the Norwegian Red Cross, a British intern with the Norwegian Refugee Council, an environmental agent for the Association of Arctic Expedition Cruise Operators, four Catholic Relief Services staff, and a senior Ugandan police official on assignment with the African Union peacekeeping force in Somalia were also killed.[45][46]

Notable victims on-board included the Italian archaeologist and Councillor for Cultural Heritage of Sicily, Sebastiano Tusa,[47] and Nigerian-Canadian academic Pius Adesanmi.[48][49] Slovak politician Anton Hrnko lost his wife and two children in the crash.[2] Other notable victims included Christine Alalo, a Ugandan police commissioner and peacekeeper serving with the African Union Mission in Somalia.[50]

Responses

[edit]

Ethiopian Prime Minister Abiy Ahmed offered his condolences to the families of the victims.[5] Ethiopian Airlines CEO Tewolde Gebremariam visited the accident site, confirmed that there were no survivors and expressed sympathy and condolences.[51] Boeing issued a statement of condolence.[52]

The Ethiopian parliament declared 11 March as a day of national mourning.[53] During the opening of the fourth United Nations Environment Assembly in Nairobi, a minute of silence was observed in sympathy for the victims.[54] President Muhammadu Buhari of Nigeria, in his condolence message on behalf of the government and the people of Nigeria, extended his sincere condolences to Prime Minister Abiy Ahmed of Ethiopia, the people of Ethiopia, Kenya, Canada, China and all other nations who lost citizens in the crash.[55]

On 11 March, the FAA commented that the Boeing 737 MAX 8 model was airworthy. However, due to concerns on the operation of the aircraft, the FAA ordered Boeing to implement design changes, effective by April. It stated that Boeing "plans to update training requirements and flight crew manuals in response to the design change" to the aircraft's Maneuvering Characteristics Augmentation System (MCAS). The changes will also include enhancements to the activation of the MCAS and the angle of attack signal.[56] Boeing stated that the upgrade was developed in response to the Lion Air crash but did not link it to the Ethiopian Airlines crash.[57]

On 19 March, the U.S. Secretary of Transportation, Elaine L. Chao, sent a memo to the U.S. Inspector General asking him to "proceed with an audit to compile an objective and detailed factual history of the activities that resulted in the certification of the Boeing 737-MAX 8 aircraft."[58]

Flight International commented that the accident would likely increase unease about the Boeing 737 MAX felt in the aftermath of the Lion Air Flight 610 accident in October 2018, which similarly occurred shortly after take-off and killed everyone aboard.[59] Boeing shares dropped 11% over the weekend;[60] by 23 March, Boeing had lost more than $40 billion in market value, dropping some 14% since the crash.[61]

Groundings

[edit]
Main articles: Boeing 737 MAX groundings and List of Boeing 737 MAX groundings

After the Ethiopian Airlines crash, China and most other civil aviation authorities grounded the airliner over safety concerns. Other jurisdictions, including the U.S., followed suit as new evidence revealed similarities between both crashes. The groundings were ordered despite Boeing CEO Dennis Muilenburg's public assurances that the airplane was safe and a phone conversation with President Trump in which he "reiterated to the President our position that the MAX aircraft is safe", according to a Boeing statement.[62] In response to increasing domestic and international pressure to take action,[63][64][65] the U.S. Federal Aviation Administration (FAA) grounded the aircraft on March 13, 2019, reversing a Continued Airworthiness Notice issued two days prior.[66] About 30 MAX aircraft were flying in U.S. airspace at the time and were allowed to reach their destinations.[67] By March 18, every single Boeing 737 MAX plane (387 in total) had been grounded, which affected 8,600 weekly flights operated by 59 airlines across the globe.[68] Several ferry flights were operated with flaps extended to circumvent MCAS activation.

Investigation

[edit]
The MAX uses an adjustable stabilizer, moved by a jackscrew, to provide the required pitch trim forces. Generic stabilizer illustrated.

The Ethiopian Civil Aviation Authority (ECAA), the agency responsible for investigating civil aviation accidents in Ethiopia, investigated the accident. The aircraft manufacturer, Boeing, stated that it was prepared to work with the United States National Transportation Safety Board (NTSB) and assist Ethiopian Airlines.[52] The United States Federal Aviation Administration also assisted in the investigation.[69]

Both the cockpit voice recorder and the flight data recorder were recovered from the crash site on 11 March.[70] The French aviation accident investigation agency BEA announced that it would analyze the flight recorders from the flight.[71] BEA received the flight recorders on 14 March.[72] On 17 March, Ethiopia's transport minister Dagmawit Moges announced that "the black box has been found in a good condition that enabled us to extract almost all the data inside" and that the preliminary data retrieved from the flight data recorder show a clear similarity with those of Lion Air Flight 610 which crashed off Indonesia.[73]

On 13 March 2019, the FAA announced that new evidence found on the crash site and satellite data on Flight 302 suggested that the aircraft might have suffered from the same problem which the aircraft operating Lion Air Flight 610 had suffered from. Investigators discovered the jackscrew that controlled the pitch angle of the horizontal stabilizer of Flight 302, was in the full "nose down" position. The finding suggested that, at the time of the crash, Flight 302 was configured to dive, similar to Lion Air Flight 610.[74] Due to this finding, some experts in Indonesia suggested that the Indonesian National Transportation Safety Committee (NTSC) should cooperate with Flight 302's investigation team.[75] Later on the evening, the NTSC offered assistance to Flight 302's investigation team, stating that the committee and the Indonesian Transportation Ministry would send investigators and representatives from the government to assist with the investigation of the crash.[76]

Preliminary report

[edit]

On 4 April 2019, the ECAA released the preliminary report on the crash.[12] The preliminary report does not specifically mention MCAS but rather states "approximately five seconds after the end of the ANU (aircraft nose up) stabilizer motion, a third instance of AND (aircraft nose down) automatic trim command occurred without any corresponding motion of the stabilizer, which is consistent with the stabilizer trim cutout switches being in the "cutout" position".[12]

Approximately one minute into the flight, an airspeed of 238 knots (441 km/h; 274 mph) was selected. About 12 seconds later, the autopilot disengaged. The preliminary report asserts that the thrust remained at takeoff setting (94% N1) and the throttles did not move for the entire flight.[12][77] In the next 30 seconds the stabilizer trim moved 4.2 degrees nose down, from 4.6 to 0.4 units.[78] In the next 10 seconds the trim moved back up to 2.3 units as a result of pilot input and the pilots agreed on and executed the stabilizer trim cut-out procedure, cutting power to the trim motor operated by MCAS.[12]

Interim report

[edit]

On 9 March 2020, the ECAA released an interim report on the crash. This report stated that the left and right angle of attack (AOA) values deviated by 59°. The AOA disagree message did not appear. The left minimum operating speed and left stick shaker speed was computed to be greater than the maximum operating speed without any invalidity detection. The pitch Flight Director bars disappeared then reappeared with left and right displaying different guidance. The left stick shaker activated. The nose-down trim (MCAS) triggered four times. The right over-speed clacker activated. On the third MCAS trigger there was no corresponding motion of the stabilizer, which is consistent with the stabilizer trim cutout switches being in the "cutout" position at that moment. The MCAS design relied on single AOA sensor inputs making it vulnerable to undesired activation. The difference training from B737NG to B737 MAX was inadequate.[79]

Final report

[edit]

On 23 December 2022, the ECAA released the final report in the crash, which stated:[10]

Repetitive and uncommanded airplane-nose-down inputs from the MCAS due to erroneous AOA input, and its unrecoverable activation system which made the airplane dive with the rate of -33,000 ft/min [−170 m/s] close to the ground was the most probable cause of the accident.

On 27 December 2022, the NTSB released its comments on the accident separately from the final report, saying that the Ethiopian authorities failed to include them in or append them to their report.[80] The NTSB's comments read in part:[15]

Overall, the US team concurs with the EAIB's investigation of the MCAS and related systems and the roles that they played in the accident. However, many operational and human performance issues present in this accident were not fully developed as part of the EAIB investigation. These issues include flight crew performance, crew resource management (CRM), task management, and human-machine interface. It is important for the EAIB's final report to provide a thorough discussion of these relevant issues so that all possible safety lessons can be learned.

The NTSB further detailed:[15]

Appropriate crew management of the event, per the procedures that existed at the time, would have allowed the crew to recover the airplane even when faced with the uncommanded nose-down inputs.

The BEA also submitted comments to the draft final report, in which it disagrees with some aspects of the Ethiopian findings, specifically regarding crew performance. The introduction to the BEA's comments reads in part:[81]

The BEA globally agrees with the analysis of the crew performance for phases 4 and 5 of the accident scenario. However, the BEA considers that some aspects of the analysis of the crew performance in the first phases of the flight are insufficiently developed and could improve the understanding of what could have been done by the crew which could have modified the outcome of the flight.

The report continues in documenting the pilots' errors:[81]

During the accident flight, the flight crew did not make appropriate use of the associated applicable procedures on which he [sic] had received training in the preceding months.

The Captain's attempts to engage AP was in contradiction with the Approach to Stall or Stall Recovery maneuver check list, which was expected to be applied in reaction to the stick shaker activation.

Degradation of the CRM which started immediately after the AOA vane failure and which didn't help the crew take the necessary actions to keep the plane under control although they had received an adequate recurrent training on situations that occurred in the accident flight.[clarification needed]

Reactions to the investigation

[edit]
Main article: Reactions to the Boeing 737 MAX groundings

Statements from parties

[edit]

Ethiopian Airlines said MCAS was "to the best of our knowledge" active when the aircraft crashed.[82][83] According to Ethiopian transport minister Dagmawit Moges, the crew "performed all the procedures repeatedly provided by the manufacturer but was not able to control the aircraft".[84][85][86] Bjorn Fehrm from Leeham News stated the preliminary report confirms "the Flight Crew followed the procedures prescribed by FAA and Boeing in Airworthiness Directive 2018-23-51",[78] released shortly after the Lion Air crash.

Boeing's CEO Dennis Muilenburg said on 29 April that if "you go through the checklist...it calls out actions that would be taken around power management and pitch management of the airplane. It also refers to the cutout switches, that after an activation that was not pilot-induced, that you would hit the cutout switches. And, in some cases, those procedures were not completely followed".[87][88][89]

A data spike in the flight data[12] led to speculations about a bird or other debris hitting the plane as it was taking off, shearing away the airflow sensor.[90] These speculations were dismissed by Ethiopian Airlines, and Chief investigator Amdye Ayalew Fanta stated there was no indication of such damage.[90][91][92][93]

On 25 April, The Aviation Herald submitted 25 questions that have arisen in the aftermath of the accident to the FAA's Flight Standardization Board (FSB) regarding their draft for certification of the Boeing 737 MAX aircraft.[1] Earlier, it stated that a copy of the version of section 2.6 of the Flight Operations Manual, "Operational Irregularities", in use by Ethiopian Airlines at the time of the crash was dated 1 November 2017 and did not include material from the Operator's Bulletin issued by Boeing on 6 November 2018.[1]

Expert analysis

[edit]

Based on the preliminary report, The Aviation Herald comes to the conclusion: "Neither of the three crews" (JT-43, JT-610, ET-302) "would have been forced to react under time pressure in order to prevent a crash, [...] without the technical malfunctions [of the angle of attack sensors] and the nose down trim inputs."[1]

According to The Air Current aviation journal and The Seattle Times, the preliminary report shows that while the pilots initially followed the correct procedure to disable runaway trim, they did not complete the checklist fully, and consequently, the recovery effort did not succeed.[94][95] Pilots have demonstrated in simulators that the trim wheels cannot be moved in severe mis-trim conditions combined with a high airspeed.[96][97] As the pilots on Flight 302 pulled on the yoke to raise the nose, the aerodynamic forces on the tail's elevator would create an opposing force on the stabilizer trim jackscrew that would prevent the pilots from moving the trim wheel by hand.[90][95][98]

The resolution for this jammed trim issue is not part of Boeing's current 737 manual according to The Air Current.[94] The Seattle Times reports pilots on the 737-200 were trained for this failure, but later models became so reliable that this procedure was no longer necessary.[94][95]

Experts theorize that the difficulty to trim made it necessary for the flight crew to release the cutout, and try to use electronic trim in an effort to correct the out-of-trim configuration.[78][99] According to Bjorn Fehrm (Leeham News) and Peter Lemme at this time the airplane was flying "at 375kts and MCAS was never designed to trim at these Speed/Altitude combinations".[78][99]

Pilot analysis

[edit]

John Cox, a former 737 pilot and pilots' union safety representative, and Chesley Sullenberger, who successfully ditched US Airways Flight 1549 in the Hudson River, both did flight simulator replications of Flight 302. Cox described the rapid onset of unforeseen events as a "...breeding ground for confusion and task saturation." Sullenberger commented that "Even knowing what was going to happen, I could see how crews would have run out of time and altitude before they could have solved the problems."[100] While defending the pilots' actions, Sullenberger was also highly critical of allowing someone with only 200 hours of flight experience to be first officer.[101]

Dramatization

[edit]

See also

[edit]

Notes

[edit]
  1. ^ Yared had 4,120 hours on the Boeing 737 regardless of variant, but only 103 hours on the Boeing 737 MAX, while 4,017 hours were on the Boeing 737 Next Generation.[10] Ethiopian names do not have family names, so Ethiopian people are addressed by their given names.
  2. ^ Ahmednur had 207 hours on the Boeing 737 regardless of variant, but only 56 hours on the Boeing 737 MAX.[12] His remaining 151 hours were on the Boeing 737 Next Generation.[10]
  3. ^ East Africa Time
  4. ^ Including one Hong Kong resident[34]

References

[edit]
  1. ^ a b c d "Crash: Ethiopian B38M near Bishoftu on Mar 10th 2019, impacted terrain after departure". avherald.com. Archived from the original on 1 May 2019. Retrieved 4 May 2019.
  2. ^ a b c d e "Ethiopian Airlines: 'No survivors' on crashed Boeing 737". BBC News. 10 March 2019. Archived from the original on 10 March 2019. Retrieved 10 March 2019.
  3. ^ Ranter, Harro. "Ethiopian Airlines". Aviation Safety Network. Flight Safety Foundation. Retrieved 14 September 2020.
  4. ^ Ranter, Harro. "Ethiopia air safety profile". Aviation Safety Network. Flight Safety Foundation. Archived from the original on 15 August 2018. Retrieved 10 March 2019.
  5. ^ a b c d "Ethiopian Airlines flight ET302 crashes en route to Kenya". The National. Addis Ababa. Retrieved 10 March 2019.
  6. ^ "Boeing Commercial Airplanes – Orders and Deliveries – 737 Model Summary". Boeing Commercial Airplanes. Archived from the original on 6 November 2018. Retrieved 10 March 2019. 737 Model Summary Through January 2019 Model Series Orders Deliveries Unfilled {...} 737 MAX 5011 350 4661
  7. ^ a b Ranter, Harro. "ET-AVJ". Aviation Safety Network. Flight Safety Foundation. Archived from the original on 11 March 2019. Retrieved 10 March 2019.
  8. ^ "Aircraft Accident Investigation Report B737-MAX 8, ET-AVJ December 2022" (PDF). bea.aero. Retrieved 12 August 2024.
  9. ^ Bekele, Kaleyesus (10 March 2019). "Crashed ET plane captain alerted ATC about technical problem". The Reporter Ethiopia. Retrieved 12 March 2019.
  10. ^ a b c d e f "Aircraft Accident Investigation Report B737- MAX 8, ET-AVJ December 2022" (PDF). Ethiopian Civil Aviation Authority, Ministry of Transport and Communications. 23 December 2022. Archived (PDF) from the original on 26 December 2022. Retrieved 26 December 2022 – via The Aviation Herald.
  11. ^ a b Negroni, Christine (12 March 2019). "Ethiopian Airlines, With a Tradition of Training Pilots, Wants to Become Africa's Leading Carrier". The New York Times. Retrieved 12 March 2019.
  12. ^ a b c d e f g "Aircraft Accident Investigation Bureau Preliminary Report" (PDF). Ethiopian Civil Aviation Authority, Ministry of Transport and Communications. 4 March 2019. Archived (PDF) from the original on 4 April 2019. Retrieved 4 April 2019.
  13. ^ "Etiopia conferma, errore software causò disastro Boeing 2019" [Ethiopia confirms, software error caused 2019 Boeing disaster] (in Italian). ANSA. 24 December 2022. Retrieved 30 December 2022.
  14. ^ a b Gebrekidan, Selam; Glanz, James (14 March 2019). "Boeing 737 Max Hit Trouble Right Away, Pilot's Tense Radio Messages Show". The New York Times. ISSN 0362-4331. Archived from the original on 15 March 2019. Retrieved 16 March 2019.
  15. ^ a b c US Comments on Draft Aircraft Accident Investigation Report (PDF) (Report). National Transportation Safety Board (published 27 December 2022). March 2022. Archived (PDF) from the original on 18 April 2023.
  16. ^ a b c d e f Wise, Jeff (9 April 2019). "6 Minutes of Terror: What Passengers Experienced on Ethiopian Airlines Fl. 302". Intelligencer. Archived from the original on 10 April 2019. Retrieved 4 May 2019.
  17. ^ "Ethiopian Airlines flight to Nairobi crashes, deaths reported". www.aljazeera.com. Archived from the original on 10 March 2019. Retrieved 10 March 2019.
  18. ^ "Flightradar24 data regarding the crash of Ethiopian Airlines flight 302". Flightradar24 Blog. 10 March 2019. Archived from the original on 13 March 2019. Retrieved 11 March 2019.
  19. ^ Miriri, Duncan (12 March 2019). "Ethiopian plane smoked and shuddered before deadly plunge". Reuters. Archived from the original on 12 March 2019. Retrieved 14 March 2019.
  20. ^ "Honoring the Victims with Traditional Memorial Service". Ethiopian Airlines. 22 March 2019. Archived from the original on 30 March 2019. Retrieved 31 March 2019. Local residents of Gimbichu Woreda (district), where ET 302/10 March accident happened,[...]
  21. ^ "Ethiopian Airlines flight crashes with 157 on board, fatalities feared". Times of India. Archived from the original on 10 March 2019. Retrieved 10 March 2019.
  22. ^ a b "Confusion, grief as hunt for remains from Ethiopia crash halted". Reuters. 22 March 2019. Retrieved 20 August 2019.
  23. ^ "Investigators at Ethiopian Airlines crash site look for answers". Al Jazeera. 10 March 2019. Archived from the original on 10 March 2019. Retrieved 10 March 2019.
  24. ^ Watts, Jonathan; Burke, Jason (10 March 2019). "Ethiopian plane crash: inquiry to explore how 'excellent' pilot was unable to avert disaster". The Guardian. Africa correspondent and agencies. ISSN 0261-3077. Retrieved 20 August 2019.
  25. ^ "Excavators may be damaging Ethiopia crash site: diplomats". Reuters. 15 March 2019. Retrieved 20 August 2019.
  26. ^ "Ethiopia Crash Victims' DNA Samples to Be Sent for London Tests". Bloomberg.com. 9 April 2019. Retrieved 20 August 2019.
  27. ^ staff, T. O. I. "Police team dispatched to Ethiopia crash site to search for Israelis' remains". www.timesofisrael.com. Retrieved 20 August 2019.
  28. ^ "Chinese rescuers recover both flight recorders". CCTV Plus/Youtube. 12 March 2019. Retrieved 27 August 2019.
  29. ^ 哀航七日：致那些未曾坠落的 [Seven days of mourning: To those who have never fallen]. WeChat Articles (in Chinese (China)). 18 March 2019. Retrieved 27 August 2019.
  30. ^ Evdokimova, Tamara (15 March 2019). "Why Were Ethiopian Airlines' Black Boxes Sent to Paris for Examination?". Slate Magazine. Retrieved 20 August 2019.
  31. ^ a b "Accident Bulletin no. 3 Issued on March 10, 2019 at 4:59 PM". Ethiopian Airlines. 10 March 2019. Archived from the original on 10 March 2019. Retrieved 12 March 2019.
  32. ^ "Ethiopian Airlines Boeing 737 MAX crash victim ID completed". defenceWeb. 13 September 2019. Retrieved 14 September 2019.
  33. ^ "Press Release Details – Ethiopian Airlines". www.ethiopianairlines.com. Archived from the original on 10 March 2019. Retrieved 17 March 2019.
  34. ^ "Passengers killed in Ethiopian Airlines crash came from 35 countries, airline says". CNN. 10 March 2019. Archived from the original on 12 March 2019. Retrieved 13 March 2019.
  35. ^ "Crashed Ethiopian plane carried at least 19 UN officials". The Sydney Morning Herald. 11 March 2019. Retrieved 11 March 2019.
  36. ^ "Colleagues Remember the Humanitarians Killed in the Ethiopian Airlines Crash". Time. Retrieved 20 August 2019.
  37. ^ "12 VN'ers onder slachtoffers crash Ethiopië" [12 United Nations among victims of crash in Ethiopia]. De Telegraaf (in Dutch). 10 March 2019. Retrieved 11 March 2019.
  38. ^ "Names of 32 Kenyans who died in the Ethiopian Airlines crash".
  39. ^ "Ethiopian Airlines: Who were the victims?". BBC News. 4 April 2019. Retrieved 20 August 2019.
  40. ^ "We express our sincere condolences to the families and friends of Amb. Bashua". www.unitar.org. UNITAR. Retrieved 20 August 2019.
  41. ^ Pasquini, Maria (11 March 2019). "22 UN Staffers Among 157 Dead in Ethiopian Airlines Crash". People. Retrieved 26 November 2022. Among those killed on the flight were 22 United Nations staff members, according to CNN. The outlet went on to note that the flight has been nicknamed a "UN shuttle," owing to its route between Ethiopian capital Addis Ababa, where the African Union headquarters are located, and Nairobi, Kenya, home of the UN's headquarters in Africa.
  42. ^ "Flight dubbed 'U.N. shuttle' that crashed had victims from many nations". The Seattle Times. 10 March 2019. Retrieved 10 November 2021.
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Further reading

[edit]
  • Robison, Peter (2021). Flying Blind: The 737 MAX Tragedy and the Fall of Boeing (Hardcover). New York: Doubleday. ISBN 978-0-385-54649-2.
[edit]

Analysis of preliminary report: timeline and human factor

Difficulty to trim

Summary of the 737 Max crashes

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