On 22 March 2010, an AirNorth Embraer S.A. EMB-120ER Brasilia aircraft (EMB-120), registration VH-ANB, crashed moments after takeoff from runway 29 at Darwin Airport, Northern Territory, fatally injuring both pilots. The flight was for the purpose of revalidating the command instrument rating of the pilot under check and was under the command of a training and checking captain, who occupied the copilot's seat. The takeoff included a simulated engine failure.

Data from the aircraft's flight recorders was used to establish the circumstances leading to the accident and showed that the pilot in command (PIC) retarded the left power lever to flight idle to simulate an engine failure. That introduced a simultaneous failure of the left engine and propeller autofeathering system.

The increased drag from the 'windmilling' propeller increased the control forces required to maintain the aircraft's flightpath. The pilot under check allowed the speed to decrease and the aircraft to bank toward the inoperative engine. Additionally, he increased power on the right engine, and engaged the yaw damper in an attempt to stabilise the aircraft's flight. Those actions increased his workload and made control of the aircraft more difficult. The PIC did not restore power to the left engine to discontinue the manoeuvre. The few seconds available before the aircraft became uncontrollable were insufficient to allow 'trouble shooting' and deliberation before resolving the situation.

Shortly after the accident, an EMB-120 simulator and its staff were approved to undertake the operator's training requirements. In response, the operator transitioned the majority of its EMB-120 proficiency checking, including asymmetric flight sequences, to ground‑based training at that facility.

No organisational or systemic issues that might adversely affect the future safety of aviation operations were identified. However, the occurrence provides a timely reminder of the risks associated with in-flight asymmetric training and the importance of the work being carried out by the Civil Aviation Safety Authority to mandate the use of simulators for non-normal flying training and proficiency checks in larger aircraft. In addition, the importance of appropriate operator procedures, and pilot awareness of the potential hazards were reinforced as risk mitigators where the only option was in-flight asymmetric training and checking.


A computer graphics animation of the Flight Data Recorder data was produced.  The animation covered a 2-minute period commencing with the aircraft taxiing onto the runway and continuing until the end of recording.