If you wish to contribute or participate in the discussions about articles you are invited to join SKYbrary as a registered user



Semantic search

  • A320, en-route, Sydney Australia, 2007 (Synopsis: On 11 January 2007, an Air New Zealand Airbus A320 which had just departed Sydney Australia for Auckland, New Zealand was observed to have turned onto a heading contrary to the ATC-issued radar heading. When so advised by ATC, the crew checked the aircraft compasses and found that they were reading approximately 40 degrees off the correct heading.)
  • A320, en-route, north of Swansea UK, 2012 (Synopsis: On 7 September 2012, the crew of an Aer Lingus Airbus A320-200 mis-set their descent clearance. When discovering this as the actual cleared level was being approached, the AP was disconnected and the unduly abrupt control input made led to an injury to one of the cabin crew. The original error was attributed to ineffective flight deck monitoring and the inappropriate corrective control input to insufficient appreciation of the aerodynamic handling aspects of flight at high altitude. A Safety Recommendation to the Operator to review relevant aspects of its flight crew training was made.)
  • A320, en-route, north of Öland Sweden, 2011 (Synopsis: On 5 March 2011, a Finnair Airbus A320 was westbound in the cruise in southern Swedish airspace after despatch with Engine 1 bleed air system inoperative when the Engine 2 bleed air system failed and an emergency descent was necessary. The Investigation found that the Engine 2 system had shut down due to overheating and that access to proactive and reactive procedures related to operations with only a single bleed air system available were deficient. The crew failure to make use of APU air to help sustain cabin pressurisation during flight completion was noted.)
  • A320, vicinity Abu Dhabi UAE, 2012 (Synopsis: On 16 November 2012, Captain of an A320 positioning for approach to Abu Dhabi at night became incapacitated due to a stroke. The First Officer took over control and declared a MAYDAY to ATC. The subsequent approach and landing were uneventful but since the First Officer was not authorised to taxi the aircraft, it was towed to the gate for passenger disembarkation. The investigation found that the Captain had an undiagnosed medical condition which predisposed him towards the formation of blood clots in arteries and veins.)
  • A320, vicinity Addis Ababa Ethiopia, 2003 (Synopsis: On 31 March 2003, an A320, operated by British Mediterranean AW, narrowly missed colliding with terrain during a non-precision approach to Addis Ababa, Ethiopia.)
  • A320, vicinity Auckland New Zealand, 2012 (Synopsis: On 20 June 2012, the right V2500 engine compressor of an Airbus A320 suddenly stalled on final approach. The crew reduced the right engine thrust to flight idle and completed the planned landing uneventfully. Extensive engine damage was subsequently discovered and the investigation conducted attributed this to continued use of the engine in accordance with required maintenance procedures following bird ingestion during the previous sector. No changes to procedures for deferral of a post bird strike boroscope inspection for one further flight in normal service were proposed but it was noted that awareness of operations under temporary alleviations was important.)
  • A320, vicinity Bahrain Airport, Kingdom of Bahrain, 2000 (Synopsis: On 23 August 2000, a Gulf Air Airbus A320 flew at speed into the sea during an intended dark night go around at Bahrain and all 143 occupants were killed. It was subsequently concluded that, although a number of factors created the scenario in which the accident could occur, the most plausible explanation for both the descent and the failure to recover from it was the focus on the airspeed indication at the expense of the ADI and the effect of somatogravic illusion on the recently promoted Captain which went unchallenged by his low-experience First Officer.)
  • A320, vicinity Dublin Ireland, 2015 (Synopsis: On 3 October 2015, an Airbus A320 which had just taken off from Dublin experienced fumes from the air conditioning system in both flight deck and cabin. A 'PAN' was declared and the aircraft returned with both pilots making precautionary use of their oxygen masks. The Investigation found that routine engine pressure washes carried out prior to departure have been incorrectly performed and a contaminant was introduced into the bleed air supply to the air conditioning system as a result. The context for the error was found to be the absence of any engine wash procedure training for the Operator's engineers.)
  • A320, vicinity Frankfurt Germany, 2001 (Synopsis: On 21 March 2001 an Airbus A320-200, operated by Lufthansa, experienced a flight controls malfunctions shortly after take-off which resulted in loss of control and subsequent near terrain impact. The uncontrolled roll, due to the malfunction of the pilot flying's sidestick, was recovered by the other pilot and the aircraft safely returned to land in Frankfurt without further incident.)
  • A320, vicinity Glasgow UK, 2008 (Synopsis: An Airbus A322 being operated by British Airways on a scheduled passenger flight from London Heathrow to Glasgow was being radar vectored in day IMC towards an ILS approach to runway 23 at destination when an EGPWS Mode 2 Hard Warning was received and the prescribed response promptly initiated by the flight crew with a climb to MSA.)
  • A320, vicinity LaGuardia New York USA, 2009 (Synopsis: On 15 January 2009, a United Airlines Airbus A320-200 approaching 3000 feet agl in day VMC following take-off from New York La Guardia experienced an almost complete loss of thrust in both engines after encountering a flock of Canada Geese . In the absence of viable alternatives, the aircraft was successfully ditched in the Hudson River about. Of the 150 occupants, one flight attendant and four passengers were seriously injured and the aircraft was substantially damaged. The subsequent investigation led to the issue of 35 Safety Recommendations mainly relating to ditching, bird strike and low level dual engine failure.)
  • A320, vicinity Lyons Saint-Exupéry France, 2012 (Synopsis: On 11 April 2012, a Hermes Airlines A320 commanded by a Training Captain who was also in charge of Air Operations for the airline was supervising a trainee Captain on a night passenger flight. The aircraft failed to establish on the Lyons ILS and, in IMC, descended sufficiently to activate both MSAW and EGPWS 'PULL UP' warnings which eventually prompted recovery. The Investigation concluded that application of both normal and emergency procedures had been inadequate and had led to highly degraded situational awareness for both pilots. The context for this was assessed as poor operational management at the airline.)
  • A320, vicinity Melbourne Australia, 2007 (Synopsis: On 21 July 2007, an Airbus A320-232 being operated by Australian Operator Jetstar Airways and on final approach to Melbourne after a passenger flight from Christchurch, New Zealand intended to make a go around after the required visual reference at Decision Altitude was not available, but the intended action was mis-managed such that safe control of the aircraft was temporarily lost. Recovery was achieved and there were no further abnormalities of flight during a second missed approach at Melbourne or the subsequent diversion to Avalon.)
  • A320, vicinity Naha Okinawa Japan, 2014 (Synopsis: On 28 April 2014, an Airbus A320 making a precision radar approach at Naha in IMC began descent from 1,000 feet QNH at 6nm from touchdown with the autopilot engaged and continued it until successive EGPWS 'PULL UP' Warnings occurred soon after the radar controller had advised four miles from touchdown. Minimum recorded radio height was 242 feet with neither the sea nor the runway in sight. The Investigation noted ineffective alerting by the First Officer, the radar controller's failure to notice the error until just before the EGPWS Warnings and the absence of MSAW annunciations at the controller's position.)
  • A320, vicinity New York JFK NY USA, 2007 (Synopsis: On 10 February 2007, smoke was observed coming from an overhead locker on an Airbus A320 which had just departed from New York JFK. It was successfully dealt by cabin crew fire extinguisher use whilst an emergency was declared and a precautionary air turn back made with the aircraft back on the ground six minutes later. The subsequent investigation attributed the fire to a short circuit of unexplained origin in one of a number of spare lithium batteries contained in a passenger's camera case, some packaged an some loose which had led to three of then sustaining fire damage.)
  • A320, vicinity Oslo Norway, 2008 (Synopsis: On 19 December 2008, an Aeroflot Airbus A320 descended significantly below its cleared and acknowledged altitude after the crew lost situational awareness at night whilst attempting to establish on the ILS at Oslo from an extreme intercept track after a late runway change and an unchallenged incorrect readback. The Investigation concluded that the response to the EGPWS warning which resulted had been “late and slow” but that the risk of CFIT was “present but not imminent”. The context for the event was considered to have been poor communications between ATC and the aircraft in respect of changes of landing runway.)
  • A320, vicinity Perpignan France, 2008 (Synopsis: On 27 November 2008, the crew of an XL Airways A320 on an airworthiness function flight following aircraft repainting lost control of the aircraft after fail to take the action necessary to recover from a full stall which had resulted from their continued airspeed reduction during a low speed handling test when Stall Protection System (SPS) activation did nor occur at the likely airspeed because two of the three angle of attack sensors were blocked by ice formed by water ingress during preparation for the repainting. This condition rendered angle of attack protection in normal law inoperative.)
  • A320, vicinity Rapid City SD USA, 2016 (Synopsis: On 7 July 2016, an Airbus A320 crew cleared for a dusk visual approach to Rapid City mis-identified runway 13 at Ellsworth AFB as runway 14 at their intended destination and landed on it after recognising their error just before touchdown. The Investigation concluded that the crew had failed to use the available instrument approach guidance to ensure their final approach was made on the correct extended centreline and noted that it had only been possible to complete the wrong approach by flying an abnormally steep unstabilised final approach. Neither pilot was familiar with Rapid City Airport.)
  • A320, vicinity Sochi Russia, 2006 (Synopsis: On 3 May 2006, an Airbus 320 crew failed to correctly fly a night IMC go around at Sochi and the aircraft crashed into the sea and was destroyed. The Investigation found that the crew failed to reconfigure the aircraft for the go around and, after having difficulties with the performance of an auto go-around, had disconnected the autopilot. Inappropriate control inputs, including simultaneous (summed) sidestick inputs by both pilots were followed by an EGPWS PULL UP Warning. There was no recovery and about a minute into the go around, a steep descent into the sea at 285 knots occurred.)
  • A320, vicinity Tel Aviv Israel, 2012 (Synopsis: On 3 April 2012, the crew of an Air France Airbus A320 came close to loosing control of their aircraft after accepting, inadequately preparing for and comprehensively mismanaging it during an RNAV VISUAL approach at Tel Aviv and during the subsequent attempt at a missed approach. The Investigation identified significant issues with crew understanding of automation - especially in respect of both the use of FMS modes and operations with the AP off but the A/T on - and highlighted the inadequate provision by the aircraft operator of both procedures and pilot training for this type of approach.)
  • A320, vicinity Tokyo Haneda Japan, 2016 (Synopsis: On 22 December 2016, an Airbus A320 cleared for a night approach to runway 16L at Haneda, which involved circling to the right from an initial VOR approach, instead turned left and began an approach to a closed but partially lit runway. ATC noticed and intervened to require a climb away for repositioning to the correct runway using radar vectors. The Investigation found that the context for the crew’s visual positioning error was their failure to adequately prepare for the approach before commencing it and that the new-on-type First Officer had not challenged the experienced Captain’s inappropriate actions and inactions.)
  • A320/B734, vicinity London Gatwick UK, 2012 (Synopsis: On 4 August 2012 an Easyjet Airbus A320 on approach to London Gatwick was given landing clearance in IMC for a runway occupied by a Boeing 737-400 waiting for take off which heard this transmission. Despite normal ground visibility and an unrestricted view of the runway, ATC failed to recognise their error and, after two unsuccessful attempts to advise them of it, the commander of the 737 instructed the A320 to go around which it did. Only upon hearing this did the controller realise what had happened.)
  • A320/B738, vicinity Delhi India, 2013 (Synopsis: On 2 September 2013, a B737 crew were not instructed to go around from their approach by ATC as it became increasingly obvious that an A320 departing the same runway would not be airborne in time for a landing clearance to be issued. They initiated a go around over the threshold and then twice came into conflict with the A320 as both climbed on similar tracks without ATC de-confliction, initially below the height where TCAS RAs are functional. Investigation attributed the conflict to ATC but the failure to effectively deal with the consequences jointly to ATC and both aircraft crews.)
  • A320/B773, Dubai UAE, 2012 (Synopsis: On March 20 2012 a Ural Airlines Airbus A320 failed to taxi as instructed after vacating the landing runway 12L at Dubai and crossed the lit stop bar of an intersection access to runway 12R before stopping just in time to prevent a collision with a Boeing 777-300ER about to pass the intersection at very high speed on take off. Taxi clearance had been correctly given and acknowledged. The aircraft commander had extensive aircraft type experience but the inexperienced First Officer appeared to be undergoing early stage line training with a Safety Pilot present. The Investigation is continuing.)
  • A320/E190/B712, vicinity Helsinki Finland, 2013 (Synopsis: On 6 February 2013, ATC mismanagement of an Airbus A320 instructed to go around resulted in loss of separation in IMC against the Embraer 190 ahead which was obliged to initiate a go around when no landing clearance had been issued due to a Boeing 737-800 still on the runway after landing. Further ATC mismanagement then resulted in a second IMC loss of separation between the Embraer 190 and a Boeing 717 which had just take off from the parallel runway. Controller response to the STCA Alerts generated was found to be inadequate and ANSP procedures in need of improvement.)
  • A388/A320, vicinity Frankfurt Germany, 2011 (Synopsis: On 13 December 2011, an Airbus 320 was allowed to depart from runway 25C at Frankfurt on a left turning SID just prior to the touchdown of an A380 on runway 25L. The A380 had then initiated a low go around which put it above, ahead of and parallel to the A320 with a closest proximity of 1nm / 200 ft, in breach of the applicable wake vortex separation minima of 7nm / 1000ft. The Investigation found that there had been no actual encounter with the A380 wake vortices but that systemic ATC operational risk management was inadequate.)
  • B737 / A320, Los Angeles CA USA, 2007 (Synopsis: On 16 August 2007, a Westjet Boeing 737-700 which had just landed began to cross a runway in normal daylight visibility from which an Airbus A320 was taking off because the crew had received a clearance to do so after an ambiguous position report given following a non-instructed frequency change. When the other aircraft was seen, the 737 was stopped partly on the runway and the A320 passed close by at high speed with an 11 metre clearance. The AMASS activated, but not until it was too late to inform a useful controller response.)
  • B742 / A320, Frankfurt Germany, 2006 (Synopsis: On 12 January 2006, an Air China Boeing 747-200 which had just landed at Frankfurt failed to correctly understand and read back its taxi in clearance and the incorrect readback was not detected by the controller. The 747 then crossed another runway at night and in normal visibility whilst an A320 was landing on it. The A320 responded by increased braking and there was consequently no actual risk of collision. The controller had not noticed the incursion and, in accordance with instructions, all stop bars were unlit and the RIMCAS had been officially disabled due to too many nuisance activations.)
  • B763 / A320, Delhi India, 2017 (Synopsis: On 8 August 2017, a Boeing 767-300 departing Delhi was pushed back into a stationary and out of service Airbus A320 on the adjacent gate rendering both aircraft unfit for flight. The Investigation found that the A320 had been instructed to park on a stand that was supposed to be blocked, a procedural requirement if the adjacent stand is to be used by a wide body aircraft and although this error had been detected by the stand allocation system, the alert was not noticed, in part due to inappropriate configuration. It was also found that the pushback was commenced without wing walkers.)
  • CRJ1 / A320, Baltimore MD USA, 2007 (Synopsis: On 2 December 2007, at Baltimore/Washington International Thurgood Marshall Airport, after controller error, a CRJ-100 operated by Comair with a valid take-off clearance missed by 400 ft vertically and 400 ft horizontally an Airbus A320, which just landed with also valid clearance on an intersecting runway.)
  • CRJ2 / A320, vicinity Port Elizabeth South Africa, 2014 (Synopsis: On 10 July 2014, Bombardier CRJ-200 instructed to go around at Port Elizabeth by ATC came into close proximity with an A320 which had just taken off from the same runway and initiated avoiding action to increase separation. The Investigation concluded that the TWR controller had failed to effectively monitor the progress of the aircraft on final approach before issuing a take off clearance to the A320.)
  • E190 / A320, Toronto ON Canada, 2016 (Synopsis: On 30 January 2016, an Embraer 190-100 crew lined up on their assigned departure runway in good visibility at night without clearance to do so just as an Airbus A320 was about to land on it. The Investigation attributed the incursion to crew error arising from misinterpretation by both pilots of a non-standard Ground Controller instruction to position alongside another aircraft also awaiting departure at the hold when routinely transferring them to Tower as an instruction to line up on the runway. The failure to use the available stop bar system as a basis for controller incursion alerting was identified.)
  • E195 / A320, Brussels Belgium, 2016 (Synopsis: On 5 October 2016, an Embraer 195 took off at night without clearance as an Airbus A320 was about to touch down on an intersecting runway. The A320 responded promptly to the ATC go-around instruction and passed over the intersection after the E195 had accelerated through it during its take-off roll. The Investigation found that the E195 crew had correctly acknowledged a 'line up and wait' instruction but then commenced their take-off without stopping. Inadequate crew cross-checking procedures at the E195 operator and ATC use of intermediate runway access for intersecting runway take-offs were identified as contributory factors.)