Beschrijving:
Jet2 flight 389 departed from Leeds/Bradford (LBA) at 08:05 UTC. The captain was Pilot Flying (PF). The en route part and descent towards Funchal (FNC), Madeira, were uneventful.
There was a partially cloudy sky at Funchal with good visibility, surface wind was strong from 330° at 14 kts gusting to 24 kts, with variations in direction between 220° and 020°. Temperature was 15°C.
The commander reported that the visual approach to runway 05 seemed normal until the point Rosario, when he began to notice effects of "wind shear" and coincident with the automatic altitude call of 50 feet, the aircraft developed a high sink rate. The PF continued with the approach and he attempted to arrest the rate of descent but the aircraft landed heavily and bounced to a height of about 8 feet and continued for about 300 meters.
During the second contact with the runway, the tail of the aircraft struck its surface at a speed of about 140 kts. The PF was able to control the aircraft safely within the confines of the runway.
A preliminary visual inspection showed some deformation of the outer surface of the fuselage and significant skid marks on the underside of the rear fuselage.
Closer inspection, performed by maintenance services, revealed the existence of a deformed drain tube, some bent struts with five cracks found on two fuselage frames that had suffered structural damage from the vertical loads sustained in the contact with the runway.
CAUSE:
The accident was due to an excessive nose up input after the first contact with the runway and at a time in which the aircraft was airborne at around 8 feet (RA) which, associated to the manual deployment of the speedbrakes and consequent loss of lift, resulted in a sharp nose up attitude (9.15°) to a point of causing the tail strike with the runway surface.
Contributing factors:
1. The Normal Checklist (Landing) was not executed (737-800 FCOM Chapter NP);
2. The aircraft approach was conducted under turbulence conditions in the last 150 feet;
3. Aircraft deviation from the "stabilized approach" profile which implied the execution of a go-around (737 NG FCTM Chapter 5);
4. The judgement not to execute a go-around after the bounce on the runway (737 NG FCTM Chapter 6);
accident date: 17-02-2014
type: Boeing 737-8K2 (WL)
registration: G-GDFC
| Status: | Accident investigation report completed and information captured |
| Datum: | maandag 17 februari 2014 |
| Tijd: | 12:23 |
| Type: |  Boeing 737-8K2 (WL) |
| Luchtvaartmaatschappij: | Jet2 |
| Registratie: | G-GDFC |
| Constructienummer: | 28375/85 |
| Bouwjaar: | 1998-08-03 (15 years 7 months) |
| Aantal vlieguren: | 54169 |
| Motoren: | 2 CFMI CFM56-7B26 |
| Bemanning: | slachtoffers: 0 / inzittenden: 6 |
| Passagiers: | slachtoffers: 0 / inzittenden: 176 |
| Totaal: | slachtoffers: 0 / inzittenden: 182 |
| Schade: | Groot |
| Gevolgen: | Repaired |
| Plaats: | Funchal Airport, Madeira (FNC) ( Portugal)
|
| Fase: | Landing (LDG) |
| Soort vlucht: | Internationale lijnvlucht |
| Vliegveld van vertrek: | Leeds/Bradford Airport (LBA/EGNM), Verenigd Koninkrijk |
| Funchal Airport (FNC/LPFU), Portugal | |
| Vluchtnummer: | LS389 |
Jet2 flight 389 departed from Leeds/Bradford (LBA) at 08:05 UTC. The captain was Pilot Flying (PF). The en route part and descent towards Funchal (FNC), Madeira, were uneventful.
There was a partially cloudy sky at Funchal with good visibility, surface wind was strong from 330° at 14 kts gusting to 24 kts, with variations in direction between 220° and 020°. Temperature was 15°C.
The commander reported that the visual approach to runway 05 seemed normal until the point Rosario, when he began to notice effects of "wind shear" and coincident with the automatic altitude call of 50 feet, the aircraft developed a high sink rate. The PF continued with the approach and he attempted to arrest the rate of descent but the aircraft landed heavily and bounced to a height of about 8 feet and continued for about 300 meters.
During the second contact with the runway, the tail of the aircraft struck its surface at a speed of about 140 kts. The PF was able to control the aircraft safely within the confines of the runway.
A preliminary visual inspection showed some deformation of the outer surface of the fuselage and significant skid marks on the underside of the rear fuselage.
Closer inspection, performed by maintenance services, revealed the existence of a deformed drain tube, some bent struts with five cracks found on two fuselage frames that had suffered structural damage from the vertical loads sustained in the contact with the runway.
Probable Cause:
CAUSE:
The accident was due to an excessive nose up input after the first contact with the runway and at a time in which the aircraft was airborne at around 8 feet (RA) which, associated to the manual deployment of the speedbrakes and consequent loss of lift, resulted in a sharp nose up attitude (9.15°) to a point of causing the tail strike with the runway surface.
Contributing factors:
1. The Normal Checklist (Landing) was not executed (737-800 FCOM Chapter NP);
2. The aircraft approach was conducted under turbulence conditions in the last 150 feet;
3. Aircraft deviation from the "stabilized approach" profile which implied the execution of a go-around (737 NG FCTM Chapter 5);
4. The judgement not to execute a go-around after the bounce on the runway (737 NG FCTM Chapter 6);
Accident investigation:
 |
|
Veiligheidsmaatregelen
GPIAA issued 4 Safety Recommendations
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Foto's
accident date: 17-02-2014
type: Boeing 737-8K2 (WL)
registration: G-GDFC
Kaart
Deze kaart geeft het vliegveld van vetrek weer en de geplande bestemming van de vlucht. De lijn tussen de vliegvelden geeft niet de exacte vliegroute weer.
De afstand tussen Leeds/Bradford Airport en Funchal Airport bedraagt 2621 km (1638 miles).
De afstand tussen Leeds/Bradford Airport en Funchal Airport bedraagt 2621 km (1638 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.
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