Status: | Accident investigation report completed and information captured |
Date: | Sunday 23 January 2005 |
Time: | 19:05 |
Type: | McDonnell Douglas MD-83 |
Operator: | Spanair |
Registration: | EC-GQG |
MSN: | 49577/1454 |
First flight: | 1988-02-10 (17 years) |
Engines: | 2 Pratt & Whitney JT8D-219 |
Crew: | Fatalities: 0 / Occupants: 6 |
Passengers: | Fatalities: 0 / Occupants: 37 |
Total: | Fatalities: 0 / Occupants: 43 |
Aircraft damage: | Substantial |
Aircraft fate: | Repaired |
Location: | Oviedo/Aviles-Asturias Airport (OVD) ( Spain)
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Phase: | Landing (LDG) |
Nature: | Domestic Scheduled Passenger |
Departure airport: | Palma de Mallorca Airport (PMI/LEPA), Spain |
Destination airport: | Oviedo/Aviles-Asturias Airport (OVD/LEAS), Spain |
Flightnumber: | JK5811 |
Narrative:Spanair flight 5811, an MD-83, departed Palma de Mallorca Airport, Spain, at 17:04 hours local time. Estimated flying time was 1 hour and 29 minutes. The copilot was Pilot Flying.
Weather at the destination, Oviedo-Asturias Airport, was poor with rain, fog and a cloud base of 300 ft. The flight crew decided to hold at FL100 over the Asturias VOR. The captain assumed the role of Pilot Flying at this time.
Once the weather improved, approaches to runway 29 resumed. Two aircraft landed before flight JK5811 without reporting any problems. Since the cloud base was between 200 and 400 ft, the flight was force to make an ILS approach to runway 29, which meant a landing with a tail wind as winds were reported from 050° at 10 kt with gusts to 18 kt. The tail wind component was calculated to be 5-9,5 knots and the aircraft's tail wind limit was 10 knots.
When the aircraft was at 270 ft, the crew reported runway in sight. Nine seconds later and twelve seconds before touchdown, the captain disconnected the autopilot. The autothrottle system remained active. Descent rate fluctuated, at times reaching 1000 ft/min.
The pilot stated that at about 50 ft he observed an uncommanded descent of the aircraft and tried to compensate by increasing the engine thrust. On touchdown the vertical acceleration reached 4.11g. The aircraft bounced and touched down again, with one of the wheels hitting a runway edge light on the right hand side. Spoilers then extended and the thrust reversers were activated by the crew. The aircraft decellerated normally and taxied to the platform. Substantial damage to the airframe was noted.
The captain sustained serious spinal injuries. He was briefly incapacitated after the first touchdown, forcing the copilot to take control during the bounce.
Probable Cause:
Causes (translated from Spanish):
It is considered that the probable cause of the accident was a significant variation in the intensity and wind direction at the time of landing prompting a 4.11g vertical acceleration, however, with the weather information available, it could not be determined if there were objective conditions for the possibility of windshear during landing.
A contributing factor was the maneuver made by the aircraft, which is not consistent with a standard maneuver, since it there were variations in pitch, from 84 ft radio altimeter and a decrease of the plane relative to the ILS glide slope combined with the performance of autothrotle at idle and possible variations of wind in the final phase of landing which would place the aircraft on a path other than the nominal.
Accident investigation:
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Investigating agency: | CIAIAC Spain |
Status: | Investigation completed |
Duration: | 4 years and 8 months | Accident number: | A-013/2005 | Download report: | Final report
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Classification:
Heavy landing
Runway mishap
Follow-up / safety actions
CIAIAC issued 4 Safety Recommendations
Issued: 01-OCT-2009 | To: Spanair | REC 14/2009 |
Se recomienda a SPANAIR que: 1. Complete la definición de CALLOUTS en la aproximación incluyendo los criterios de corrección que se deben seguir, tanto para aproximaciones manuales como automáticas, en caso de que se detecten desviaciones según se recoge en la propia definición de los CALLOUTS. 2. Incorpore a su Manual de Operaciones de la flota de MD los «CALLOUTS» de aterrizaje necesarios para impedir el contacto de la cola, las góndolas de los motores o los extremos de los planos. |
Issued: 01-OCT-2009 | To: Spanair | REC 15/2009 |
Se recomienda a SPANAIR que revise su Manual de Operaciones, y en general toda la documentación donde se recojan los criterios de emisión de CALLOUTS en las aproximaciones, para que exista homogeneidad en la definición de los criterios que se siguen para emitir CALLOUTS en la aproximación. |
Issued: 01-OCT-2009 | To: Spanair | REC 16/2009 |
Se recomienda a SPANAIR que incluya en su Manual de Operaciones el requisito de solicitar una autorización de ATC para realizar una aproximación de CAT II y de este modo garantizar que todas las acciones relativas a áreas sensibles, luces, etc. relacionadas con este tipo de operación se llevan a cabo por el personal de ATC. |
Issued: 01-OCT-2009 | To: Spanair | REC 17/2009 |
Se recomienda a SPANAIR que se refuerce en el entrenamiento la máxima utilización de los sistemas de vuelo automáticos, tal y como se recoge en el Manual de Operaciones, y que se fomente la realización de aproximaciones de CAT II/III en prácticas con condiciones VMC con objeto de familiarizar a las tripulaciones con estos sistemas automáticos y sus capacidades. |
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Photos
Map
This map shows the airport of departure and the intended destination of the flight. The line between the airports does
not display the exact flight path.
Distance from Palma de Mallorca Airport to Oviedo/Aviles-Asturias Airport as the crow flies is 849 km (531 miles).
This information is not presented as the Flight Safety Foundation or the Aviation Safety Network’s opinion as to the cause of the accident. It is preliminary and is based on the facts as they are known at this time.