Approach and Landing Accidents (ALA)
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|Category:||Controlled Flight Into Terrain|
- Approach: The phase of flight starting when an airworthy aircraft under the control of the flight crew descends below 5,000 feet AGL with the intention to conduct an approach and ending when the aircraft crosses the approach end of the landing runway (runway threshold) or at the commencement of a go around maneuver.
- Landing: The phase of flight starting when an airworthy aircraft under the control of the flight crew crosses the approach end of the landing runway (runway threshold) and ending when the aircraft safely exits the landing runway, or at the commencement of a go around manoeuvre.
- Approach and Landing phase of flight: The phase of flight starting when an airworthy aircraft under the control of the flight crew descends below 5,000 feet AGL with the intention to conduct an approach and ending when the aircraft safely exits the landing runway, or the flight crew conducts a go around and flys the aircraft above 5,000 feet AGL enroute to another airport.
- Approach and Landing Accident: An accident that occurs during the approach and landing phase of flight.
Approach and landing is the highest risk phase of flight, accounting for over 50 percent of all accidents at every level of aviation. Many types of accidents can happen during the approach and landing phase of flight. The most common types of approach and landing accidents are; CFIT (controlled flight into terrain), LOC (loss of control), and runway excursions.
Because of its inherent risk there have been many international efforts addressing the approach and landing phase of flight. These efforts have primarily addressed the highest risk areas such as CFIT and runway excursions. They have addressed all aspects of approach and landing accidents, and in addition they also addressed all the responsible parties involved with reducing the risk of approach and landing accidents. These parties include the aircraft manufacturers, aircraft operators, aircrews, air traffic management, regulators, and airports. Many interventions have been created to assist in reducing the risk of accidents in the approach and landing phase of flight. One of these is stabilized approach criteria, which are designed to assist the crew in flying a safe approach and landing. Another intervention is safe landing criteria, which assist the crew in reducing the risk during the landing phase of flight.
Approach and landing is the highest risk phase of flight. Many types of accidents can happen during the approach and landing phase of flight. Several international safety efforts have addressed the risks of approach and landing and many interventions have been developed to address these risks. These interventions address risk in all aspects of the approach and landing phase of flight, and apply to aircraft manufacturers, aircraft operators, aircrews, air traffic management, regulators, and airports.
Accidents and Incidents
- A306, East Midlands UK, 2011 (On 10 January 2011, an Air Atlanta Icelandic Airbus A300-600 on a scheduled cargo flight made a bounced touchdown at East Midlands and then attempted a go around involving retraction of the thrust reversers after selection out and before they had fully deployed. This prevented one engine from spooling up and, after a tail strike during rotation, the single engine go around was conducted with considerable difficulty at a climb rate only acceptable because of a lack of terrain challenges along the climb out track.)
- A306, Yerevan Armenia, 2015 (On 17 May 2015, an Airbus A300-600 crew descended their aircraft below the correct vertical profile on a visual daytime approach at Yerevan and then landed on a closed section of the runway near the displaced runway threshold. The Investigation found that the crew had failed to review relevant AIS information prior to departing from Tehran and had not been expecting anything but a normal approach and landing. The performance of the Dispatcher in respect of briefing and the First Officer in respect of failure to adequately monitor the Captain's flawed conduct of the approach was highlighted.)
- A306, vicinity Birmingham AL USA, 2013 (On 14 August 2013, a UPS Airbus A300-600 crashed short of the runway at Birmingham Alabama on a night IMC non-precision approach after the crew failed to go around at 1000ft aal when unstabilised and then continued descent below MDA until terrain impact. The Investigation attributed the accident to the individually poor performance of both pilots, to performance deficiencies previously-exhibited in recurrent training by the Captain and to the First Officer's failure to call in fatigued and unfit to fly after mis-managing her off duty time. A Video was produced by NTSB to further highlight human factors aspects.)
- A310, vicinity Moroni Comoros, 2009 (On 29 June 2009, an Airbus A310-300 making a dark-night visual circling approach to Moroni crashed into the sea and was destroyed. The Investigation found that the final impact had occurred with the aircraft stalled and in the absence of appropriate prior recovery actions and that this had been immediately preceded by two separate GWPS 'PULL UP' events. It was concluded that the attempted circling procedure had been highly unstable with the crew's inappropriate actions and inactions probably attributable to their becoming progressively overwhelmed by successive warnings and alerts caused by their poor management of the aircraft's flight path.)
- A319, Rio de Janeiro Galeão Brazil, 2017 (On 19 July 2017, an Airbus A319 crew ignored the prescribed non-precision approach procedure for which they were cleared at Rio de Janeiro Galeão in favour of an unstabilised “dive and drive” technique in which descent was then continued for almost 200 feet below the applicable MDA and led to an EGPWS terrain proximity warning as a go around was finally commenced in IMC with a minimum recorded terrain clearance of 162 feet. The Investigation noted the comprehensive fight crew non-compliance with a series of applicable SOPs and an operational context which was conducive to this although not explicitly causal.)
- A320, Brasilia Brazil, 2015 (On 8 April 2015, an Airbus A320 crew lost their previously-acquired and required visual reference for the intended landing runway at Brasilia but continued descent in heavy rain and delayed beginning a go around until the aircraft was only 40 feet above the runway threshold but had not reached it. A premature touchdown prior to the runway then occurred and the aircraft travelled over 30 metres on the ground before becoming airborne again. The Investigation was unable to establish any explanation for the failure to begin a go around once sufficient visual reference was no longer available.)
- A320, Halifax NS Canada, 2015 (On 29 March 2015, an Airbus A320 crew mismanaged the descent during a night non-precision approach at Halifax and continued below MDA without the mandatory autopilot disconnection until, with inadequate visual reference, the aircraft impacted terrain and obstructions 225 metres short of the runway. The aircraft was destroyed but there were no fatalities. The Investigation found that the crew did not monitor their descent against the required vertical profile, as there was no SOP requiring them to do so, and did not recognise in time that a go around was appropriate.)
- A320, Hiroshima Japan, 2015 (On 14 April 2015, a night RNAV(GNSS) approach to Hiroshima by an Airbus A320 was continued below minima without the prescribed visual reference and subsequently touched down 325 metres before the runway after failing to transition to a go around initiated from a very low height. The aircraft hit a permitted ground installation, then slid onto the runway before veering off it and stopping. The aircraft sustained extensive damage and an emergency evacuation followed with 28 of the 81 occupants sustaining minor injuries. The Investigation noted the unchallenged gross violation of minima by the Captain.)
- A320, Jaipur India, 2014 (On 5 January 2014, an Airbus A320 was unable to land at Delhi due to visibility below crew minima and during subsequent diversion to Jaipur, visibility there began to deteriorate rapidly. A Cat I ILS approach was continued below minima without any visual reference because there were no other alternates within the then-prevailing fuel endurance. The landing which followed was made in almost zero visibility and the aircraft sustained substantial damage after touching down to the left of the runway. The Investigation found that the other possible alternate on departure from Delhi had materially better weather but had been ignored.)
- A320, Khartoum Sudan, 2005 (On 11 March 2005, an Airbus A321-200 operated by British Mediterranean Airways, executed two unstable approaches below applicable minima in a dust storm to land in Khartoum Airport, Sudan. The crew were attempting a third approach when they received information from ATC that visibility was below the minimum required for the approach and they decided to divert to Port Sudan where the A320 landed without further incident.)
- A320, vicinity Addis Ababa Ethiopia, 2003 (On 31 March 2003, an A320, operated by British Mediterranean AW, narrowly missed colliding with terrain during a non-precision approach to Addis Ababa, Ethiopia.)
- A320, vicinity Bahrain Airport, Kingdom of Bahrain, 2000 (On 23 August 2000, a Gulf Air Airbus A320 flew at speed into the sea during an intended dark night go around at Bahrain and all 143 occupants were killed. It was subsequently concluded that, although a number of factors created the scenario in which the accident could occur, the most plausible explanation for both the descent and the failure to recover from it was the focus on the airspeed indication at the expense of the ADI and the effect of somatogravic illusion on the recently promoted Captain which went unchallenged by his low-experience First Officer.)
DGAC (France) has published three documents in the English language related to non-stabilised approaches.
Flight Safety Foundation Copies of the FSF ALAR Toolkit on CD may be obtained from the Flight Safety Foundation
- ALAR Briefing Note 5.1 - Approach Hazard Awareness
- ALAR Briefing Note 7.1 - Stabilized Approach
- ALAR Briefing Note 8.1 - Runway Excursions and Overruns
- Reducing the Risk of Runway Excursions - Report of the Runway Safety Initiative
- Runway Excursion Risk Awareness Tool
- Non-stabilized Approach After ATC-Requested Runway Change (OGHFA SE)
- Runway Overrun On Landing (OGHFA SE)
- CFIT Checklist (available in Arabic, Chinese, English, French, Russian and Spanish), external links
- CFIT Education and Training Aid
Airbus Safety Library
- Airbus Approach Techniques Briefing Note - Flying Stabilized Approaches
- Airbus Approach Techniques Briefing Note - Aircraft Energy Management during Approach
- Airbus Operational Environment Briefing Note - Enhancing Terrain Awareness
- FOBN - Approach Hazard Awareness offers a more expanded and categorised review of approach hazards