Buen reporte de un accidente de porque cuando no se ve la pista durante una aproximación los pilotos debemos hacer
GO AROUND e irnos a esperar que las condiciones meteorologicas mejoren o dirigirnos al aerodromo de Alternativa.
Accident: Windjet A319 at Palermo on Sep 24th 2010, touched down short of runway
By Simon Hradecky, created Friday, Oct 5th 2012 13:01Z, last updated Friday, Oct 5th 2012 13:01Z
The Italian ANSV have released a second preliminary report releasing five safety recommendations, 4 of them dealing with rescue and recovery operations and one with the approach lights possibly being submerged, as result of the investigation so far.
The ANSV reported the aircraft was approaching Palermo following a flight, during which the captain (52, ATPL, 13,860 hours total, 2,918 hours on type) repeatedly engaged in conversation with another pilot off duty on the observer seat. Approach told the crew that weather conditions at Palermo were visibility 4000 meters/13100 feet, few cumulo nimbus cloud at 1800 feet, scattered cloud at 2200 feet, broken cloud at 3000 feet, recently there had been a thunderstorm with rain, there was windshear on approach to runway 20, runway 07 was in use with winds from 070 degrees at 12 knots. An aircraft ahead of EI-EDM just having landed on runway 07 reported they encoutered windshear losing 10 knots on short final. A discussion between captain, first officer (31, CPL, 1,182 hours total, 937 hours on type) and observer arose about the weather conditions and the observations on the weather radar, which were concluded by the captain stating the weather conditions were not challenging.
The aircraft was subsequently cleared to descend to 5000 feet and cleared for the VOR Z approach. While still heading towards SALAP, the entry point into the VOR-Z procedure, the captain requested a heading of 190 degrees to fly around weather indicated on the weather radar and was approved to deviate from the course towards SALAP. The captain subsequently requested vectors to intercept the final approach course at about 7nm, ATC advised the requested would be granted after the necessity to remain on the heading of 190 degrees was removed.
The first officer, pilot flying, commented he needed a heading of 170 or 165 to get onto finals, the commander after reviewing the weather radar decided however it was necessary to continue 190 degrees due to weather echos. After the aircraft had passed the cloud the captain requested and was approved to turn onto a heading of 165 degrees and cleared to descend to 4000 feet. The captain recommended to slow the aircraft and activate the approach phase on the flight management system. 15nm out the aircraft was cleared to descend to 2000 feet, the captain now urged to slow the aircraft using spoilers as the aircraft was still doing 250 KIAS, the first officer advised he was maintaining 250 KIAS to accelerate the descent. The aircraft was cleared further down to 1500 feet and onto a heading of 120 degrees to intercept the VOR radial, tower reported winds at 030 degrees at 5 knots gusting up to 16 knots.
The aircraft intercepted the radial. About 4.3nm out the captain remarked he could not see the runway, the first officer stated MDA of 700 feet 1.5nm out. Tower cleared the aircraft to land reporting winds at 020 degrees 4 knots gusting 16 knots and instructed the crew to report upon touchdown.
The cockpit voice recorder recorded the "hundred above" automatic call at 810 feet MSL, 100 feet above MDA, both pilots did not see the runway. Upon the automatic call "Minimums" the first officer indicated he had no visual contact with the runway, the captain responded "Continue! Continue!"
At 480 feet radio altitude the first officer remarked he could see the runway to the left, the captain took control of the aircraft (the report mentions the call "I have control" but does not state any reaction of the first officer), disengaged autopilot and autothrust and continued manually.
Flight data recorded by the black boxes showed no significant deviations from the descent profile until that point. However, thereafter the vertical speed increased to 1360 feet per minute. While descending through 240 feet radio altitude the first officer exclaimed seeing four reds, there was no response from the captain. The rate of descent however gradually decreased.
The main gear contacted an embankment rising from about 6 meters above mean sea level to 8 meters above mean sea level about 367 meters before the runway threshold at about 512 feet/minute rate of descent, 8 degrees of nose up angle and about 128 knots over ground, bounced with both engines and flight data recorder stopped upon first impact and touched down a second time, impacted the localizer antenna runway 25 and came to a stop about 850 meters past the runway threshold at the intersection with runway 02/20. The captain ordered the evacuation of the aircraft, the passengers and crew evacuated into intense rain and walked "disorderly" towards the lights of the airport buildings in about 900 meters distance.
Emergency services in the meantime were searching for the aircraft, after discovery of debris and report by "Red 1" emergency services were told the aircraft had gone off the runway into the sea. Emergency services therefore rushed towards the perimeter access gates to leave the aerodrome perimeter. The ANSV however also reported, that although tower was aware of the approximate position of the aircraft he did not intervene and correct the information relayed to emergency services. An aerodrome operations vehicle, instructed to proceed via taxiways tango, runway 02/20 and echo observed passengers walking towards the terminal and despite the extreme rain spotted the aircraft at the intersection of runways 07/25 and 02/20 and advised tower. Emergency services thus arrived at the aircraft 10 minutes after the aircraft had come to a stop and after passengers and crew had already abandoned the aircraft.
One member of the crew and 34 passengers suffered minor injuries.
The ANSV reported that detailed examination of the weather data at Palermo aerodrome showed an extremely active thunderstorm associated with extreme electrical activity and heavy rainfall had just crossed the aerodrome moving in a northerly direction. The weather station recorded extreme rainfall (more than 50mm/2 inches per hour) at the time of the arrival of EI-EDM.
The investigation revealed the possibility that the approach lights might have been submerged under water due to the extreme rainfall.
Aerial overview (Photo: ANSV):
Sketch of the embankment of first contact (Graphics: ANSV):
By Simon Hradecky, created Thursday, May 5th 2011 15:20Z, last updated Thursday, May 5th 2011 15:37Z
The Italian ANSV said in their preliminary report that the captain was pilot flying with the first officer assuming the duties of the pilot monitoring. The aircraft had descended to 5000 feet on approach to Palermo when the crew requested to fly around cloud formations to the northwest of the airport before the initial approach fix of the VOR/DME approach runway 07, that the aircraft had been cleared for. The diversion from the approach track was authorized and the aircraft stabilized on the VOR/DME approach track and profile at about 6DME PRS.
During the following descent the aircraft encountered a strong squall which reduced horizontal visibility. The aircraft impacted ground immediately before runway 25's end safety area (RESA), impacted the localizer antenna and continued on the runway 25 end safety area and runway 07 for about 850 meters before turning left off the runway and coming to a stop on soft ground to the left of the runway. The aircraft was immediately evacuated.
A number of passengers and crew reported minor injuries. The aircraft received such substantial damage, that the aircraft may be irrecoverable.
At 17:50Z Palermo's ATIS had reported winds from 060 degrees at 14 knots, visibility 4000 meters, moderate rain, cloud one to two octers ceiling 1800 feet, 3-4 octers ceiling 2200 feet, 5-7 octers ceiling 3000 feet, temperature 20 degrees C, dew point 18 degrees C, QNH 1000 hPa, windshear reported for runway 20.
A windshear warning was active from 16:50Z to 17:50Z: moderate windshear of 20 knots reported by an A321 between 1500 and 300 feet AGL.
Localizer antenna damage (Photo: ANSV):
Damage to aircraft (Photos: ANSV):
By Simon Hradecky, created Friday, Sep 24th 2010 19:27Z, last updated Thursday, May 5th 2011 15:21Z
A Windjet Airbus A319-100, registration EI-EDM performing flight IV-243 from Rome Fiumicino to Palermo (Italy) with 124 passengers and 6 crew, was performing a VOR approach to Palermo's runway 07 in thunderstorms and windshear at approximately 20:00L (18:00Z). The airplane touched down about 400 meters (1300 feet) short of the runway, impacted the localizer antenna for the ILS runway 25 embedding parts of the antenna in its nose and came to a stop left of the runway in the area of the intersection of runway 07/25 and 02/20 with both main gear struts collapsed, an evacuation via slides was initiated. Three passengers received minor injuries in the evacuation, the airplane received substantial damage.
Italy's ANSV have launched an investigation.
In the evening of Sep 25th the ANSV reported, that the airplane impacted ground violently short of the threshold of runway 07. The black boxes were retrieved from the aircraft.
The airline reported, that the airplane encountered windshear causing it to veer off the runway.
The aerodrome was closed for about 42 hours. After the aerodrome re-opened all ILS approaches to runway 25 were unavailable leaving the airport with non-precision approaches to runway 07/25. ILS approaches are available to runway 20 (length 2074 meters/6800 feet, width 45 meters/150 feet).
At the time of the accident runway 07 (length 3326 meters/10900 feet, width 60 meters/200 feet) was in use. Only non-precision approaches are available to runway 07 (VOR).
Local aviation sources reported, that the airplane touched down about 400 meters/1300 feet short of the runway (localizer antenna 300 meters/1000 feet before the runway threshold). The tower could not see the aircraft, believed the airplane had gone down into the sea and called coast guard. Tracks on the runway suggest, that the main gear was still intact before the aircraft veered left off runway 07 just after the intersection with runway 02/20.
Metars:
LICJ 241850Z 18010KT 4000 TSRA FEW018CB SCT020 BKN028 20/18 Q1001 RMK VIS MIN 4000
LICJ 241820Z 07006KT 4000 TSRA FEW018CB SCT022 BKN030 20/18 Q1000
LICJ 241750Z 06014KT 4000 TSRA FEW018CB SCT022 BKN030 20/18 Q1001 WS RWY 20 RMKVIS MIN 4000
LICJ 241720Z 14009KT 070V180 6000 TSRA FEW018CB SCT022 BKN030 21/16 Q1002
LICJ 241650Z 19017KT 4000 RA BR SCT022 BKN030 21/17 Q1002 WS RWY 20
Relevant NOTAMs:
A5835/10 - AERODROME CLOSED TO ALL TRAFFIC.
REF AIP AD 2 LICJ 1-1. 24 SEP 19:41 2010 UNTIL 24 SEP 23:00 2010 ESTIMATED.
CREATED: 24 SEP 19:42 2010
A5838/10 - AERODROME CLOSED TO ALL TRAFFIC.
REF AIP AD 2 LICJ 1-1. 24 SEP 21:34 2010 UNTIL 25 SEP 19:00 2010 ESTIMATED.
CREATED: 24 SEP 21:35 2010
A5848/10 - AERODROME CLOSED TO ALL TRAFFIC.
REF AIP AD 2 LICJ 1-1. 25 SEP 11:01 2010 UNTIL 26 SEP 12:00 2010 ESTIMATED.
CREATED: 25 SEP 11:02 2010
A5855/10 - FOLLOWING INSTRUMENT APPROACH PROCEDURE NOT AVAILABLE:
- ILS-Z RWY25
- ILS-Y RWY25
- ILS-X RWY25
- ILS-W RWY25
ARRIVING TFC FOR RWY25 EXPECT TO PERFORM:
VOR-Z OR VOR-Y AND CIRCLING RWY25.
RMK: CIRCLING RWY25 ALLOWED ONLY NORTH OF THE FIELD
REF AIP AD 2 LICJ 5-1. 26 SEP 10:40 2010 UNTIL 25 OCT 23:59 2010 ESTIMATED.
CREATED: 26 SEP 10:41 2010
A5854/10 - LOCALIZER (ILS) RUNWAY 25 UNSERVICEABLE
REF AIP AD 2 LICJ 1-8. 26 SEP 10:38 2010 UNTIL 25 OCT 23:59 2010 ESTIMATED.
CREATED: 26 SEP 10:39 2010
EI-EDM the following day in daylight (Photos:
Francesco Vitale/TCAPS):
EI-EDM sitting on its tail (Photo: AP/Alessandro Fucarini):
VOR-Z approach runway 07 (Graphics: ENAV):
Map (Graphics: AVH/Google Earth):
