6th of May 2021, Caught in a trap, Blog # 702
- V2Aviation
- 2 hours ago
- 3 min read
With a crew of two and one passenger, a Beechcraft Super King Air B200GT was performing an emergency supply flight, bringing medical supplies from Indore-Devi Ahilyabai Holkar Airport to Gwalior Airport (noth in India). The takeoff and the flight to Gwalior were uneventful.
When approaching their destination in the evening darkness, the crew contacted ATC and were cleared to their destination as per the flight plan. ATC advised the crew that Runway 24L was in use with a reported wind of 080 degrees at 6 knots. Shortly after the crew was asked if they could accept a VOR approach to Runway 06R, The crew accepted the offer by ATC and further requested a Visual Approach to Runway 06R. ATC cleared the aircraft for a visual approach at circuit altitude to Runway 06R and to report on the right base for the visual approach. The flight crew reported right base and were asked to report finals for RWY 06R. The ATC then cross-checked with the crew if the runway was visual and the crew replied “Affirmative”. The aircraft was then cleared to land by ATC.
At approximately 15 feet above the ground, just before overflying the threshold the Co-Pilot observed the crash barrier still being up at the end of runway 24L. He instinctively applied back pressure on the control column. This caused the nose landing gear to clear the top of the barrier. A violent jolt pulled the aircraft to the ground when the main landing gear impacted the barrier, slamming the aircraft onto the concrete of the runway, and abruptly stopping the aircraft. It came to a stop on the runway centreline, just beyond the threshold markings of RWY 06R. All three occupants sustained injuries in the accident, two serious (Co-pilot and Passenger) and one minor (Captain) they were transported to a local hospital. There was no post-impact fire. The aircraft sustained substantial damage to the nose section, all landing gears, both engines, both wings, both engine and propellors and the tail section.
The accident was investigated by the Air Accident Investigation Branch of the Directorate General of Civil Aviation. In their report, the AAIB listed the following probable causes based on their findings during the investigation;
1) The PIC (PF) carried out a visual approach at night and knowingly deviated below the visual approach path profile (3 degrees) while disregarding the PAPI indications, thereby the aircraft collided with the raised Arrester Barrier.
2) Lack of Assertiveness on the part of the Co-pilot (PM).
The following contributing factors were also listed;
1) Non-compliance to the SOP of “Change of Runway Checklist” by the ATC staff leading to the “Arrester Barrier” remaining in a “Raised Position” while the aircraft (VT-MPQ) came in for landing on runway 06R.
2) Non-essential conversation by the flight crew during the final approach for landing causing distraction leading to a delayed sighting of the raised Arrester Barrier.
3) Systemic failure at various levels at the Gwalior Air Force Base to ensure that the “Arrester Barrier Position Indicator Lights and Integral Panel Lights” were not rectified within a stipulated time.
4) A robust alternate procedure was not defined when the “Arrester Barrier Position Indicator Lights and Integral Panel Lights” were unserviceable.
5) The Gwalior Airforce Base authorities did not install “Red Obstacle Lights” on the Arrester Barrier Poles to indicate the position of the obstacle on the date of the accident as per the DGCA requirements (CAR Section 4, Series B, Part 1).
The full AAIB report, which served as the source for this blog, can be accessed by clicking on the .pdf file below.
Comments