airBaltic A220 off runway in Riga
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airBaltic A220 off runway in Riga
Skidded off after landing today. Video of the landing from inside in the comments of this post:
https://www.facebook.com/472051656195319/posts/4748627058537736/
BT102 Stockholm-Riga (reg. YL-CSE), happened around 9:55 UTC. Nobody hurt.
METAR:
EVRA 031020Z 28006KT 220V350 0750 0500 R36/1300U +SN BKN005 OVC010 M02/M03 Q0993 TEMPO 2000 SN=
https://www.facebook.com/472051656195319/posts/4748627058537736/
BT102 Stockholm-Riga (reg. YL-CSE), happened around 9:55 UTC. Nobody hurt.
METAR:
EVRA 031020Z 28006KT 220V350 0750 0500 R36/1300U +SN BKN005 OVC010 M02/M03 Q0993 TEMPO 2000 SN=
Last edited by Nothrills; 3rd Dec 2021 at 15:29.
I mean… have a look at the video if you can. How the runway looked in that video and taking the +SN from the METAR into consideration, that definitely LOOKS like a crappy runway condition.
Would be interesting to know the runway condition code but I can totally see that being poor braking action.
Edit: You can see the last few seconds and aftermath of the video mentioned in the first post also on AvHerald.
Would be interesting to know the runway condition code but I can totally see that being poor braking action.
Edit: You can see the last few seconds and aftermath of the video mentioned in the first post also on AvHerald.
perhaps they add ice and snow there for effect.
Have little contact with the A220, other than their original aerodynamics team, but that looks like a partial flap deflection. on the landing. there may be good reasons for that, protection of the flaps from debris, strong crosswind roll authority etc, just curious. This puppy wanted to head for the rough pretty quickly, didn't show any hesitation in going off piste.
Have little contact with the A220, other than their original aerodynamics team, but that looks like a partial flap deflection. on the landing. there may be good reasons for that, protection of the flaps from debris, strong crosswind roll authority etc, just curious. This puppy wanted to head for the rough pretty quickly, didn't show any hesitation in going off piste.
I really wonder what they were thinking
An Air Baltic Bombardier C-Series CS-300, registration YL-CSA performing flight BT-375 from Riga (Latvia) to Palanga (Lithuania), was on approach to Palanga's runway 19 about to perform an ILS approach. About 11.5nm before the runway at 2000 feet the crew activated the APP autopilot mode, the descent rate increased to 2950 feet per minute below 1600 feet. The crew disconnected the autopilot at 1465 feet AGL (according to RADALT), the rate of descent decreased to 500 fpm before increasing again below 1200 feet AGL. 9nm before the runway threshold, while extending the landing gear, the aircraft descended below 1000 feet AGL at 133 KIAS, at 860 feet AGL the gear was completely extended. 8nm before the runway threshold, at 216 KIAS, flaps 1 were selected, the descent rate stabilized at 700 fpm for about 25 seconds followed by a climb of about 1500 fpm up to 1300 feet, which the aircraft maintained for about 40 seconds. At 5nm before the runway threshold the aircraft began to descend again still being more than 2 dots below the glidepath. The aircraft descended through 1000 feet AGL again at 900 fpm sink rate and 2.1 dots below the glideslope at 135 KIAS. A TAWS warning sounded, the aircraft levelled off at about 880 feet, the trajectory was corrected at 2.5nm before the runway threshold and the aircraft continued for a safe landing in the runway's touch down zone.
According to information The Aviation Herald received the crew was aware of possibly false localizer signals at Palanga according to NOTAMs, however, did not discuss this possibility during their approach briefing. When the crew activated the APP mode, the aircraft captured a false localizer signal immediately followed by capturing a false glideslope signal sending the aircraft into a steep dive. The crew disconnected the autopilot at about 3000 fpm sinkrate and initiated recovery, the aircraft reached a minimum height of 800 feet and 2nm offset from the extended runway centerline about 9nm before the runway threshold. Due to loss of situational awareness the crew did not initiate a go around but continued the approach. Due to terrain there are constraints to the approach procedure designs.
Another incident, breaching the approach height, last April
An Air Baltic Bombardier C-Series CS-300 on behalf of Swiss International Airlines, registration YL-ABM performing flight LX-780 from Zurich (Switzerland) to Brussels (Belgium), was cleared for a VOR Approach to runway 07L when the crew initiated the final descent before the final approach fix. Descending through about 800 feet MSL about 6.5nm before the runway threshold the crew noticed the error and initiated a missed approach, climbed back to 4000 feet MSL, positioned for another approach to runway 07L and landed without further incident about 12 minutes later.
Belgium's Air Accident Investigation Unit have opened an investigation into the occurrence adding that the occurrence happened in VMC.
An Air Baltic Bombardier C-Series CS-300, registration YL-CSA performing flight BT-375 from Riga (Latvia) to Palanga (Lithuania), was on approach to Palanga's runway 19 about to perform an ILS approach. About 11.5nm before the runway at 2000 feet the crew activated the APP autopilot mode, the descent rate increased to 2950 feet per minute below 1600 feet. The crew disconnected the autopilot at 1465 feet AGL (according to RADALT), the rate of descent decreased to 500 fpm before increasing again below 1200 feet AGL. 9nm before the runway threshold, while extending the landing gear, the aircraft descended below 1000 feet AGL at 133 KIAS, at 860 feet AGL the gear was completely extended. 8nm before the runway threshold, at 216 KIAS, flaps 1 were selected, the descent rate stabilized at 700 fpm for about 25 seconds followed by a climb of about 1500 fpm up to 1300 feet, which the aircraft maintained for about 40 seconds. At 5nm before the runway threshold the aircraft began to descend again still being more than 2 dots below the glidepath. The aircraft descended through 1000 feet AGL again at 900 fpm sink rate and 2.1 dots below the glideslope at 135 KIAS. A TAWS warning sounded, the aircraft levelled off at about 880 feet, the trajectory was corrected at 2.5nm before the runway threshold and the aircraft continued for a safe landing in the runway's touch down zone.
According to information The Aviation Herald received the crew was aware of possibly false localizer signals at Palanga according to NOTAMs, however, did not discuss this possibility during their approach briefing. When the crew activated the APP mode, the aircraft captured a false localizer signal immediately followed by capturing a false glideslope signal sending the aircraft into a steep dive. The crew disconnected the autopilot at about 3000 fpm sinkrate and initiated recovery, the aircraft reached a minimum height of 800 feet and 2nm offset from the extended runway centerline about 9nm before the runway threshold. Due to loss of situational awareness the crew did not initiate a go around but continued the approach. Due to terrain there are constraints to the approach procedure designs.
Another incident, breaching the approach height, last April
An Air Baltic Bombardier C-Series CS-300 on behalf of Swiss International Airlines, registration YL-ABM performing flight LX-780 from Zurich (Switzerland) to Brussels (Belgium), was cleared for a VOR Approach to runway 07L when the crew initiated the final descent before the final approach fix. Descending through about 800 feet MSL about 6.5nm before the runway threshold the crew noticed the error and initiated a missed approach, climbed back to 4000 feet MSL, positioned for another approach to runway 07L and landed without further incident about 12 minutes later.
Belgium's Air Accident Investigation Unit have opened an investigation into the occurrence adding that the occurrence happened in VMC.
Skidded off after landing today. Video of the landing from inside in the comments of this post:
https://www.facebook.com/47205165619...8627058537736/
BT102 Stockholm-Riga (reg. YL-CSE), happened around 9:55 UTC. Nobody hurt.
METAR:
EVRA 031020Z 28006KT 220V350 0750 0500 R36/1300U +SN BKN005 OVC010 M02/M03 Q0993 TEMPO 2000 SN=
https://www.facebook.com/47205165619...8627058537736/
BT102 Stockholm-Riga (reg. YL-CSE), happened around 9:55 UTC. Nobody hurt.
METAR:
EVRA 031020Z 28006KT 220V350 0750 0500 R36/1300U +SN BKN005 OVC010 M02/M03 Q0993 TEMPO 2000 SN=
During the investigation the pilot training records were scrutinized to reveal potential gaps in the pilot training and checking process. The available information about the training process of the pilot involved in the serious incident reveals that the pilot had the Type Rating Training Course (Initial training) for the aircraft type BD-500 (A220) from September 1 till November 26, 2020. The course training records reveal some deficiencies of the pilot’s flight skills: incorrect manipulation with the sidestick, pumping of the rudder for the directional control, untimely and inadequate rudder pedals input to ensure directional control, unnecessary application of brakes, etc. In the first Latvian CAA Skill test and proficiency check after the Rating Training Course the pilot failed due to “Insufficient skills. Lack of time.” After the additional training the test was passed.
In 2021, the pilot had further Flight Trainings. The Flight Training Records contain remarks of the flight instructors, namely, periodical uncertainty in command of the aircraft and crew and lack of exchange of flight information with the pilot-monitoring [FO] when flying manually. The investigation has analysed the all available (provided) information about the training process of the pilot involved in the serious incident and suggests that there are potential gaps in the company pilots’ selection, training and checking programs, as well as in the information exchange and analysis by the airline's training department. The investigation has no access to the information on how the operator collects and analyses the information gathered during the training process.
There is a possibility that the pilot with obvious deficiencies during the training and checking period was authorized for line operations without having additional training or another means of mitigation to minimize potential risks. A similar situation with incorrect pilot actions during the landing in crosswind and gusty conditions occurred on June 21, 2018 at the Riga International airport with the airBaltic aircraft A200-300, registration number YL-CSC [Final Report No 4-02/1-18(4-19)]. The FDR data of the involved aircraft showed the application of the right rudder pedal with a simultaneous increase of the left brake pedal application. The higher brake force application on the left-hand side main gear wheels caused the aircraft deviation to the left with a subsequent aircraft side skid.
The investigation of this serious incident concluded, that the Root cause of the incident [21/06/2018] was related with uncoordinated asymmetric actions of the flight crew in controlling of the aircraft during the landing. Analysing the actions of the airline pilots in both situations, the investigators can assume that the repeated cause of the incidents was the improper handling of the aircraft by the crews to counteract crosswind conditions. It is likely possible that the airline pilot training program has not been updated considering possible deficiencies and the previous incident.
Another runway excursion earlier this year under similar circumstances
An Air Baltic Bombardier C-Series CS-300, registration YL-AAP performing flight BT-694 from Paris Charles de Gaulle (France) to Riga (Latvia) with 89 passengers and 7 crew, landed on Riga's runway 18 at 23:17L (21:17Z), however, the nose gear went off the paved surface after landing. There were no injuries.
The airline stated: "The Latvian Airline AirBaltic confirms that on March 8, 2023 at 21:17 UTC (23:17 local time) during a heavy snowfall its flight BT694 from Paris to Riga performed with Airbus A220-300 (YL-AAP) the nose wheel slid off the hard runway surface after the landing in Riga". The passengers and crew were safely taken to the terminal.
An Air Baltic Bombardier C-Series CS-300, registration YL-AAP performing flight BT-694 from Paris Charles de Gaulle (France) to Riga (Latvia) with 89 passengers and 7 crew, landed on Riga's runway 18 at 23:17L (21:17Z), however, the nose gear went off the paved surface after landing. There were no injuries.
The airline stated: "The Latvian Airline AirBaltic confirms that on March 8, 2023 at 21:17 UTC (23:17 local time) during a heavy snowfall its flight BT694 from Paris to Riga performed with Airbus A220-300 (YL-AAP) the nose wheel slid off the hard runway surface after the landing in Riga". The passengers and crew were safely taken to the terminal.
