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ASN Wikibase Occurrence # 219756
Last updated: 24 February 2021
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Date:22-JUN-2018
Time:16:35 LT
Type:Silhouette image of generic GLEX model; specific model in this crash may look slightly different
Bombardier BD-700-1A10 Global Express
Owner/operator:VistaJet Malta
Registration: 9H-LXX
C/n / msn: 9429
Fatalities:Fatalities: 0 / Occupants: 5
Other fatalities:0
Aircraft damage: Minor
Category:Serious incident
Location:Hamburg-Fuhlsbüttel Airport (HAM/EDDH) -   Germany
Phase: Landing
Nature:Executive
Departure airport:Saint Petersburg-Pulkovo Airport (LED/ULLI)
Destination airport:Hamburg-Helmut Schmidt Airport (HAM/EDDH)
Investigating agency: BFU Germany
Narrative:
The Global Express took off from St.Petersburg-Pulkovo Airport, Russia, on a flight to Hamburg, Germany. The copilot was Pilot Flying (PF) and the captain was the monitoring pilot (Pilot Monitoring - PM).
Flight control in German airspace up to Hamburg Airport was handled by the air traffic controller in charge. He informed the cockpit crew that runway 23 was in operation in Hamburg. When the aircraft was at an altitude of 3000 ft AMSL, the controller gave a clearance for an instrument approach to runway 23 with intercept heading of 120°. The PF followed this instruction and then guided the aircraft to the Localizer.
The air traffic controller gave the instruction to contact Hamburg Tower. While the aircraft was on the localizer of runway 23, the PF noticed that the autopilot did not follow this in a satisfactory way due to the wind effects. He decided to switch off the autopilot and steer the aircraft manually. The autothrust remained on. The PM saw on the Flight Management System screen that the wind was blowing with an intensity of 40 kt from the right side of the aircraft. According to the PF's written statement he maintained an approach speed of VREF + 10 kt during the approach.
Shortly before landing, the Crew Alerting System (CAS) reported that a Yaw Damper had failed. According to the Quick Access Recorder data the Dual Yaw Damper System immediately switched to the second one. The landing phase was performed with an active Yaw Damper. According to the radio message, the tower controller gave clearance to land on runway 23 at 16:31:53: "[Call Sign] Wind Three Hundred, 23 Knots, Runway 23 cleared to land."
At 16:32:39, the tower controller again radioed the wind: "[Call Sign] Wind Check, Three Hundred 24 Knots, maximum 31" The cockpit crew decided to continue the approach, as the wind transmitted by the tower controller was within the limits set by the operator. Shortly before touchdown, the PF aligned the aircraft nose with the runway centerline. The PF indicated that at that moment a gust of wind caught the aircraft and the left wing tilted down. The aircraft touched the runway surface. He corrected the wing tilt by an opposite aileron deflection. The aircraft landed and then rolled to the parking position. After landing, the cockpit crew noticed damage to the left outer slat. No one was injured.

Weather about the time of the incident (1435Z):
EDDH 221420Z 30019G32KT 9999 FEW035 BKN060 16/08 Q1019 NOSIG
EDDH 221520Z 29020G30KT 9999 SCT033 SCT050 16/08 Q1019 NOSIG

Sources:

BFU18-0819-EX

Accident investigation:
cover
  
Investigating agency: BFU Germany
Status: Investigation completed
Duration: 2 years 1 month
Download report: Final report


Images:

Photo of 9H-LXX courtesy AirHistory.net


Glasgow - Prestwick (EGPK / PIK)
25 September 2020; (c) Ian Howat

Revision history:

Date/timeContributorUpdates
20-Dec-2018 12:16 harro Added
20-Dec-2018 12:23 harro Updated [Narrative]
09-Aug-2020 08:47 harro Updated [Aircraft type, Registration, Cn, Operator, Total occupants, Nature, Departure airport, Destination airport, Source, Narrative, Accident report, ]
09-Aug-2020 08:56 harro Updated [Source, Accident report, ]
09-Aug-2020 08:57 harro Updated [Source, Accident report, ]
13-Aug-2020 20:52 Aerossurance Updated [Registration]

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