

Détails:
The aircraft was operating a scheduled service from Zurich (ZRH) to London City Airport (LCY) with the commander as the pilot flying, which was in accordance with the operator’s requirements for landings at LCY. The weather forecast indicated southerly winds of 10 kt, with short periods of rain. The aircraft was fully configured for the landing, prior to intercepting the glideslope for the ILS approach to runway 28. The glideslope was intercepted at 3,000 ft and the autopilot was disconnected at 1,300 ft. The last surface wind reported by the tower before landing was from 190° at 10 kt. As the automated radio altitude calls were announced at 50 and 30 ft the pilots sensed that the aircraft was dropping suddenly. The commander pulled the control column back and the aircraft touched down on the aft fuselage with a bump, before landing on the mainwheels. At touchdown the pitch attitude reached 9.3° nose up and a 2.3g normal acceleration was recorded. Neither the pilots nor the cabin crew were aware that there had been a tailstrike, although the rear cabin crew member reported that there had been a loud noise on touchdown.
An inspection revealed that significant structural damage had occurred to the lower fuselage in the area of the aft cargo hold between frames 35 to 43 and stringers 27 port to 27 starboard.
During the approach, at 50 ft and 35 ft, the aircraft was some 4 kt below target speed. At this point the thrust levers were retarded to idle and the recorded groundspeed reduced, without a corresponding decrease in the airspeed, indicating a loss of headwind or an increased tailwind component. The aircraft was already in a low energy state; then thrust was reduced and this reduction, and the loss of headwind component, both made the situation worse.
A combination of these factors reduced the energy of the aircraft, which was felt as a ‘sink’ by the pilots, and the commander responded by pulling back to prevent a hard landing. It was this, probably instinctive, pull back on the column that caused the pitch attitude to increase to 9.3° at the point of touchdown.
» AAIB Bulletin 8/2008
accident date: 18-08-2007
type: Avro RJ100
registration: HB-IYU
| Statuts: | Accident investigation report completed and information captured |
| Date: | samedi 18 août 2007 |
| Heure: | 09:40 |
| Type/Sous-type: |  Avro RJ100 |
| Compagnie: | Swiss European Air Lines |
| Immatriculation: | HB-IYU |
| Numéro de série: | E3379 |
| Année de Fabrication: | 2000 |
| Moteurs: | 4 Lycoming LF507-1F |
| Equipage: | victimes: 0 / Ã bord: 5 |
| Passagers: | victimes: 0 / Ã bord: 88 |
| Total: | victimes: 0 / Ã bord: 93 |
| Dégats de l'appareil: | Substantiels |
| Conséquences: | Repaired |
| Lieu de l'accident: | London City Airport (LCY) ( Royaume Uni)
|
| Phase de vol: | A l'atterrissage (LDG) |
| Nature: | Transport de Passagers Intern. |
| Aéroport de départ: | Zürich-Kloten Airport (ZRH/LSZH), Suisse |
| London City Airport (LCY/EGLC), Royaume Uni | |
| Numéro de vol: | 444 |
The aircraft was operating a scheduled service from Zurich (ZRH) to London City Airport (LCY) with the commander as the pilot flying, which was in accordance with the operator’s requirements for landings at LCY. The weather forecast indicated southerly winds of 10 kt, with short periods of rain. The aircraft was fully configured for the landing, prior to intercepting the glideslope for the ILS approach to runway 28. The glideslope was intercepted at 3,000 ft and the autopilot was disconnected at 1,300 ft. The last surface wind reported by the tower before landing was from 190° at 10 kt. As the automated radio altitude calls were announced at 50 and 30 ft the pilots sensed that the aircraft was dropping suddenly. The commander pulled the control column back and the aircraft touched down on the aft fuselage with a bump, before landing on the mainwheels. At touchdown the pitch attitude reached 9.3° nose up and a 2.3g normal acceleration was recorded. Neither the pilots nor the cabin crew were aware that there had been a tailstrike, although the rear cabin crew member reported that there had been a loud noise on touchdown.
An inspection revealed that significant structural damage had occurred to the lower fuselage in the area of the aft cargo hold between frames 35 to 43 and stringers 27 port to 27 starboard.
During the approach, at 50 ft and 35 ft, the aircraft was some 4 kt below target speed. At this point the thrust levers were retarded to idle and the recorded groundspeed reduced, without a corresponding decrease in the airspeed, indicating a loss of headwind or an increased tailwind component. The aircraft was already in a low energy state; then thrust was reduced and this reduction, and the loss of headwind component, both made the situation worse.
A combination of these factors reduced the energy of the aircraft, which was felt as a ‘sink’ by the pilots, and the commander responded by pulling back to prevent a hard landing. It was this, probably instinctive, pull back on the column that caused the pitch attitude to increase to 9.3° at the point of touchdown.
Sources:
» Damage to Swiss Air's RJ100 after hard landing at London City (Flightglobal.com, 31-8-2007)» AAIB Bulletin 8/2008
Photos
accident date: 18-08-2007
type: Avro RJ100
registration: HB-IYU
Plan
Ce plan montre l'aéroport de départ ainsi que la supposée destination du vol. La ligne fixe reliant les deux aéroports n'est pas le plan de vol exact.
La distance entre Zürich-Kloten Airport et London City Airport est de 754 km (471 miles).
La distance entre Zürich-Kloten Airport et London City Airport est de 754 km (471 miles).
Les informations ci-dessus ne représentent pas l'opinion de la 'Flight Safety Foundation' ou de 'Aviation Safety Network' sur les causes de l'accident. Ces informations prélimimaires sont basées sur les faits tel qu'ils sont connus à ce jour.
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