Thomson 737 lands on taxiway at Paphos?
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It is fairly apparent to me that the crew did not deliberately land on the taxiway - therefore there must be a reason. It seems likely to me that they were a competent, capable and appropriately trained crew who only wanted to do a professional job that day - we should also recognise that taxiway landings and take-off have occurred numerous times over the years. To berate the crew is not the answer - we have to recognise that the human propensity is to err and we have to develop mehanisms to ensure this does not happen over and over. Step One is to realise that it can happen to anyone. Step Two is to get inside the crew's heads to work out what they saw and what led them to the view they were landing on a runway. Step Three is to revise training to ensure that the visual cues used in these numerous incidents are highlighted and trained out. Murphy's Law says, 'If it can happen, it will happen'. My own experience over many years as an airline pilot has borne that out, and therefore I want to understand what happened here rather than be too self-righteous about it.
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I'm fairly surprised the Tower controller did not notice the misalignment. Quote:
Well do you know exactly visual perspective from the tower?
Stop doing that RON you'll give yourself a headache.
It is already a fact the crew made a mistake, however sometimes someone else can stop the holes lining up. If the tower can see the runway, an aircraft lined up incorrectly will look wrong to the controller. It certainly isn't the controllers fault, and indeed many controllers have saved crews bacon in the past.
Well do you know exactly visual perspective from the tower?
Stop doing that RON you'll give yourself a headache.
It is already a fact the crew made a mistake, however sometimes someone else can stop the holes lining up. If the tower can see the runway, an aircraft lined up incorrectly will look wrong to the controller. It certainly isn't the controllers fault, and indeed many controllers have saved crews bacon in the past.
If we look at google earth Tower is almost 2000m from threshold RWY 29.
Also for some other posters, Taxiway displaced some 180m north from RWY not 50m. Measuring with google earth taxiway seems to be narrower than RWY and measures about 35m wide.
Whilst, for the pretenders, it is easy to imagine that a crew has all the time in the world to peruse the runway in detail before landing, in reality "the office" is moving at 3 miles/min and you are very busy heads-down running check-lists, extending flaps, and monitoring speeds etc.
I also have a question could the sun blind them so strong they weren't able to see any markings?
Otherwise strange to aim at "RWY" with no touchdown zone markings
Here is also a link on approach to RWY 29:[YOUTUBE]
Journo's about...
From today's Cyprus Mail...
UK plane lands on wrong runway in Paphos
September 23, 2011
By Patrick Dewhurst
A FLIGHT narrowly dodged disaster on Wednesday afternoon after landing on Paphos airport’s taxiway instead of the main landing strip.
The Thomson Airways’ Boeing 737-800 flight from Doncaster had 192 passengers and seven cabin crew on board and was fortunate to avoid a catastrophic crash on the empty taxiway.
According to the online aviation news site, Aviation Herald, flight BY3350 was on approach to and cleared to land on runway 29, but aligned with and landed on the parallel taxiway.
Hermes Airports’ spokesman Adamos Aspris confirmed the reports yesterday: “It seems that the captain of a British Boeing 737 landed on the taxiway instead of the main runway.”
The weather conditions were reportedly slightly hazy, but cloudless and with good visibility.*
Asked about the potential dangers of such a landing, Aspris said: “This was a least expected occurrence, and it is a big issue for us. There is research being undertaken by the relevant authorities who will investigate the matter thoroughly.”
The main authority involved is Cyprus’ Air Accident Investigation Authority (AAIA) who yesterday assigned three staff to begin gathering information on the case.
AAIA Chairman Costas Orphanos told the Cyprus Mail this was the first incident of its kind at Paphos airport: “We are collecting information from the pilots, air safety reports and on weather conditions, and we are in contact with the UK’s accident investigation authority.”
Orphanos said that such incidents have occurred elsewhere, such as in the USA, UK and Italy.*
“We have the authority to make recommendations to the government and they will make changes if necessary,” he said.
By yesterday morning, the story had caused a stir on the popular pilots’ message board pprune.org.
According to one commenter on the website, the particular layout of Paphos airport could have played a part in the incident.*
‘Dani’ said: “Paphos airport is a tricky one: long and narrow runway, parallel to a taxiway which is about the same width and length. Easy to confuse. No disaster, because it is intended as a military emergency strip... unless there is taxi-ing traffic.”
While another, ‘Dairn’, said: “The taxiway is longer than the runway, the same width and quite a lot brighter as it's not covered in rubber.”
“Its contrast in most lighting conditions makes it more obvious than the main landing runway, “he added, “especially during a circling approach. Also... the landing runway is closer to the passenger terminal than the taxiway; in most places the parallel taxiway or emergency runway are closer to the civilian apron”.
These factors, Dairn suggests, could lead pilots to creating a wrong mental model that is hard to change even when presented with runway markings and approach lights in the final stages.*
A third poster expressed surprise the control tower did not notice the misalignment, while another was perplexed the pilots did not notice any markings on the taxiway.
Following the incident, a replacement crew was flown to Paphos. The aircraft departed for the return flight BY-3351 nine-and-a-half hours after landing, reaching Doncaster with a total delay of 10.5 hours.
*
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UK plane lands on wrong runway in Paphos
September 23, 2011
By Patrick Dewhurst
A FLIGHT narrowly dodged disaster on Wednesday afternoon after landing on Paphos airport’s taxiway instead of the main landing strip.
The Thomson Airways’ Boeing 737-800 flight from Doncaster had 192 passengers and seven cabin crew on board and was fortunate to avoid a catastrophic crash on the empty taxiway.
According to the online aviation news site, Aviation Herald, flight BY3350 was on approach to and cleared to land on runway 29, but aligned with and landed on the parallel taxiway.
Hermes Airports’ spokesman Adamos Aspris confirmed the reports yesterday: “It seems that the captain of a British Boeing 737 landed on the taxiway instead of the main runway.”
The weather conditions were reportedly slightly hazy, but cloudless and with good visibility.*
Asked about the potential dangers of such a landing, Aspris said: “This was a least expected occurrence, and it is a big issue for us. There is research being undertaken by the relevant authorities who will investigate the matter thoroughly.”
The main authority involved is Cyprus’ Air Accident Investigation Authority (AAIA) who yesterday assigned three staff to begin gathering information on the case.
AAIA Chairman Costas Orphanos told the Cyprus Mail this was the first incident of its kind at Paphos airport: “We are collecting information from the pilots, air safety reports and on weather conditions, and we are in contact with the UK’s accident investigation authority.”
Orphanos said that such incidents have occurred elsewhere, such as in the USA, UK and Italy.*
“We have the authority to make recommendations to the government and they will make changes if necessary,” he said.
By yesterday morning, the story had caused a stir on the popular pilots’ message board pprune.org.
According to one commenter on the website, the particular layout of Paphos airport could have played a part in the incident.*
‘Dani’ said: “Paphos airport is a tricky one: long and narrow runway, parallel to a taxiway which is about the same width and length. Easy to confuse. No disaster, because it is intended as a military emergency strip... unless there is taxi-ing traffic.”
While another, ‘Dairn’, said: “The taxiway is longer than the runway, the same width and quite a lot brighter as it's not covered in rubber.”
“Its contrast in most lighting conditions makes it more obvious than the main landing runway, “he added, “especially during a circling approach. Also... the landing runway is closer to the passenger terminal than the taxiway; in most places the parallel taxiway or emergency runway are closer to the civilian apron”.
These factors, Dairn suggests, could lead pilots to creating a wrong mental model that is hard to change even when presented with runway markings and approach lights in the final stages.*
A third poster expressed surprise the control tower did not notice the misalignment, while another was perplexed the pilots did not notice any markings on the taxiway.
Following the incident, a replacement crew was flown to Paphos. The aircraft departed for the return flight BY-3351 nine-and-a-half hours after landing, reaching Doncaster with a total delay of 10.5 hours.
*
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Northbeach
Excellent post, illuminating for the many people reading here who probably don't understand the number of factors that combine to give the end result of an error chain.
The Airport Authorities at PFO must be made to ask themselves why they don't feel the need to label this peice of tarmac as a disused runway with an X at each end or if they need to use it as a runway on the odd occaision then a proper runway designator such as 29R to avoid confusion.
The layout is the opposite of several other airports with parallel TWY and RWY with the terminal nearest the TWY.
The position of the sun wouldn't have helped, PAPIs are often completely invisible until on very short final.
Excellent post, illuminating for the many people reading here who probably don't understand the number of factors that combine to give the end result of an error chain.
The Airport Authorities at PFO must be made to ask themselves why they don't feel the need to label this peice of tarmac as a disused runway with an X at each end or if they need to use it as a runway on the odd occaision then a proper runway designator such as 29R to avoid confusion.
The layout is the opposite of several other airports with parallel TWY and RWY with the terminal nearest the TWY.
The position of the sun wouldn't have helped, PAPIs are often completely invisible until on very short final.
The PAPI's on 29 have never been the brightest anyway. Perhaps some strobe lighting here would have helped? Even on a visual though you would have thought the guys had the ILS tuned as a backup.
Remember this...
Gatwick near-disaster is blamed on aviation body
CHRISTIAN WOLMAR Transport Correspondent
Wednesday, 15
THE FAILURE of the Civil Aviation Authority to take sufficient action after an aircraft landed on a taxiway at Gatwick in 1988 nearly caused a major disaster in a similar incident last year.
A report released by the Air Accidents Investigation Branch yesterday found that the incident, when an Air Malta Boeing 737 carrying 101 passengers and crew landed on the taxiway last October, would have been avoided if runway lighting had been altered after the first incident.
The pilots of the jet were confused by the lighting on the two runways and the taxiway, which all run parallel to each other, and mistook the taxiway for the right-hand runway 26R, which is normally a taxiway but is used for landing and taking off when the main runway is closed for maintenance. Fortunately the taxiway was not in use and the aircraft landed safely.
The report does criticise the pilots for not having familiarised themselves with the lighting of runway 26R after they circled for 10 minutes after being told they would be using it, but lays most of the blame on the CAA for its failure to respond adequately to the first incident. In 1988, a BAC 1-11 landed on the same taxiway in darkness after the flight crew thought it was the main runway. The subsequent report blamed the 'similar visual appearance' of the runway and taxiway.
While the CAA did carry out some of the recommendations, it refused to accept two relating to the green centreline on the taxiway.
Yesterday's report, however, criticises the chaotic state of lighting at the airport and further confusion caused by lights from contractors' vehicles on the runway. 'Investigation of this incident has revealed a lack of procedures to ensure the co-ordinated management of all the airfield lighting at London Gatwick, so that undue prominence of a particular feature, such as the taxiway, is not inadvertently displayed,' it said.
The AAIB recommends a review of all lighting, emphasising again that the green centreline on the taxiway should not be visible to pilots landing at the airport.
The CAA has now accepted all these recommendations and says the work will take place in early 1995.
Remember this...
Gatwick near-disaster is blamed on aviation body
CHRISTIAN WOLMAR Transport Correspondent
Wednesday, 15
THE FAILURE of the Civil Aviation Authority to take sufficient action after an aircraft landed on a taxiway at Gatwick in 1988 nearly caused a major disaster in a similar incident last year.
A report released by the Air Accidents Investigation Branch yesterday found that the incident, when an Air Malta Boeing 737 carrying 101 passengers and crew landed on the taxiway last October, would have been avoided if runway lighting had been altered after the first incident.
The pilots of the jet were confused by the lighting on the two runways and the taxiway, which all run parallel to each other, and mistook the taxiway for the right-hand runway 26R, which is normally a taxiway but is used for landing and taking off when the main runway is closed for maintenance. Fortunately the taxiway was not in use and the aircraft landed safely.
The report does criticise the pilots for not having familiarised themselves with the lighting of runway 26R after they circled for 10 minutes after being told they would be using it, but lays most of the blame on the CAA for its failure to respond adequately to the first incident. In 1988, a BAC 1-11 landed on the same taxiway in darkness after the flight crew thought it was the main runway. The subsequent report blamed the 'similar visual appearance' of the runway and taxiway.
While the CAA did carry out some of the recommendations, it refused to accept two relating to the green centreline on the taxiway.
Yesterday's report, however, criticises the chaotic state of lighting at the airport and further confusion caused by lights from contractors' vehicles on the runway. 'Investigation of this incident has revealed a lack of procedures to ensure the co-ordinated management of all the airfield lighting at London Gatwick, so that undue prominence of a particular feature, such as the taxiway, is not inadvertently displayed,' it said.
The AAIB recommends a review of all lighting, emphasising again that the green centreline on the taxiway should not be visible to pilots landing at the airport.
The CAA has now accepted all these recommendations and says the work will take place in early 1995.
Last edited by 500 above; 23rd Sep 2011 at 11:57.
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This is what happens when pilots disconnect the automatics and are practicing those darned manual flying skills instead of staying glued to the magenta line and letting the aircraft autoland like the management want us to. 
This is a known "human factors" trap. Pilots are human ergo eventualy one will stick his foot in it.
A bit like landing with the gear up, these pilots will be the least likely guys to make the same mistake again but somebody will!
This is a known "human factors" trap. Pilots are human ergo eventualy one will stick his foot in it.
A bit like landing with the gear up, these pilots will be the least likely guys to make the same mistake again but somebody will!
and landed on the taxiway.
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Paphos Runway
Several years ago the Taxiway was the main runway, when the military moved in a new main runway was built.
It seems strange leaving the runway to taxi, then crossing it to the terminal buildings.
but of course this is Cyprus.
It seems strange leaving the runway to taxi, then crossing it to the terminal buildings.
but of course this is Cyprus.
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Another interesting event, that yes, should serve as a learning tool for the future benefit of us all. No doubt, as much as might be gained from this, the negative effects for those guys is going to be fairly bad.
I have to admit, my first reactions to news of this event were along the lines of-
oops, Bugger, silly sods, lucky escape, how on earth?
Having read much of the previous dialogue on this, it demonstrates why it is always worthwhile formulating questions and thinking through the situation, rather than commenting so quickly.
Most of the better comment is related to RWY29, and the absence of markings, perspective, identifying, and the 'how on earth did they miss' not having these.
Having never landed or lined up on, the taxiway, (there but for the grace of god?) I am curious what the perspective is as you reach the point at about 2miles from the 'threshold' of the parallel taxiway, at that time of day.
My last trip into PFO was a little over a week ago. A bright, clear, sunny day, that instantly turned murky and indistinct, once established on the localiser for the ILS29. 4pm ish, local time, sun in faces.
The taxiway always seems quite prominent.
I'm a coward. I like the procedure from over the top of the VOR!
I have to admit, my first reactions to news of this event were along the lines of-
oops, Bugger, silly sods, lucky escape, how on earth?
Having read much of the previous dialogue on this, it demonstrates why it is always worthwhile formulating questions and thinking through the situation, rather than commenting so quickly.
Most of the better comment is related to RWY29, and the absence of markings, perspective, identifying, and the 'how on earth did they miss' not having these.
Having never landed or lined up on, the taxiway, (there but for the grace of god?) I am curious what the perspective is as you reach the point at about 2miles from the 'threshold' of the parallel taxiway, at that time of day.
My last trip into PFO was a little over a week ago. A bright, clear, sunny day, that instantly turned murky and indistinct, once established on the localiser for the ILS29. 4pm ish, local time, sun in faces.
The taxiway always seems quite prominent.
I'm a coward. I like the procedure from over the top of the VOR!
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Nowadays airlines accept too many destinations/airports with insufficient equipment or indeed none and still send their crews to pick up the tab.
This could happen to a crew after having been dealt with a lousy week of schedules, weather etc. and a lot of fatigue and grief.
This is unacceptable and the 'mistake' by this crew should make all cost cutting airlines sit up and smell the coffee.
But it won't, so this WILL happen again, as so many have written above!
This could happen to a crew after having been dealt with a lousy week of schedules, weather etc. and a lot of fatigue and grief.
This is unacceptable and the 'mistake' by this crew should make all cost cutting airlines sit up and smell the coffee.
But it won't, so this WILL happen again, as so many have written above!
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I'm of the view that Thomson and the crew and their Union will handle it in a professional way. Its also important that folk like Silverhawk dont "blame" the airline also.
If questions are raised about fatigue, bean counters, there and back to Sharm then surely you have to ask how many days off the pilots have sold also?.....
If questions are raised about fatigue, bean counters, there and back to Sharm then surely you have to ask how many days off the pilots have sold also?.....
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On a lighter note, they should be grateful they landed at the correct airport at least!
At City of Derry, (LDY, EGAE) we had a total 'wrong airport' incident several years ago which made headline news at the time!
BBC NEWS | UK | Northern Ireland | Plane lands at airbase by mistake
Ryanair flight drops in at wrong airport - Times Online
Official AAIB report.
Air Accidents Investigation: Airbus A320, EI-DIJ
At City of Derry, (LDY, EGAE) we had a total 'wrong airport' incident several years ago which made headline news at the time!
BBC NEWS | UK | Northern Ireland | Plane lands at airbase by mistake
Ryanair flight drops in at wrong airport - Times Online
Official AAIB report.
Air Accidents Investigation: Airbus A320, EI-DIJ
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It never ceases to amaze me that people still manage to get the name wrong, I mean for goodness sake its in the title of the thread. There is no P in Thomson.
There are over 800 pilots in Thomson so while it maybe a regular destination for the company, for the pilots they may only go there once a month or fewer.
It has become increasingly difficult at PFO due to fewer controllers being around, the tower controller being the area controller and the ground/tower controller too. It makes for an interesting approach when you are number three and the atco is giving out departure clearances.
So to those who were very quick to lay blame, get out of the house and into sunlight and shut your cake holes about what you know nothing off. You were not there, you dont know any facts, you have no idea what was happening in the flight deck at that moment in time. Until the report comes out which does have facts, lay off the blame train.
The pilots at Thomson are very professional and it is a pleasure to fly with many of them.
There are over 800 pilots in Thomson so while it maybe a regular destination for the company, for the pilots they may only go there once a month or fewer.
It has become increasingly difficult at PFO due to fewer controllers being around, the tower controller being the area controller and the ground/tower controller too. It makes for an interesting approach when you are number three and the atco is giving out departure clearances.
So to those who were very quick to lay blame, get out of the house and into sunlight and shut your cake holes about what you know nothing off. You were not there, you dont know any facts, you have no idea what was happening in the flight deck at that moment in time. Until the report comes out which does have facts, lay off the blame train.
The pilots at Thomson are very professional and it is a pleasure to fly with many of them.
I made a HD video during a visual approach at Pafos the last time I have been there. It gives a good view of the runway and the taxiway. Looking for webspace to upload it here.
I put it on youtube:
At 0:44 you can see a view from approach direction 11.
Inbalance
I put it on youtube:
At 0:44 you can see a view from approach direction 11.
Inbalance
Last edited by inbalance; 23rd Sep 2011 at 22:55.
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For whatever reason, they apparently landed on the taxiway, but as a result of this incident, every pilot flying into Paphos will be doing a little bit more monitoring.
My first thoughts when I saw that this flight was delayed by over 3 hours was fatigue? They fly the plane out and back on a trip. Cyprus is a long way from Doncaster. Standby crew called in?
All that I hope is that the crew, who after all are professionals, are not castigated on here or by their employer, or even the regulators. Safety comes from experiences. Lessons are learned.
Before we 'hang em on high', let us wait to find out the facts and hope that safety issues are shared?
Mistakes are seldom made on purpose, plugging the Swiss Cheese is incumbent of all of us!
My first thoughts when I saw that this flight was delayed by over 3 hours was fatigue? They fly the plane out and back on a trip. Cyprus is a long way from Doncaster. Standby crew called in?
All that I hope is that the crew, who after all are professionals, are not castigated on here or by their employer, or even the regulators. Safety comes from experiences. Lessons are learned.
Before we 'hang em on high', let us wait to find out the facts and hope that safety issues are shared?
Mistakes are seldom made on purpose, plugging the Swiss Cheese is incumbent of all of us!
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Yes, this is the old Swiss Cheese holes lining up. I can feel this one being adopted for next years CRM courses already!
Clearly messed up and could easily have been a disaster, there but for the grace of god etc..
There are any number of airports, particularly ones in Greece where if you let your concentration lapse for a moment this could happen. Poor ATC, markings, radio aids (if any), language, weather - all there to get ya!
Its the best part of being a holiday jet pilot. Radar vectors to the ILS 4 times a week would drive me to distraction. But, beware the swiss cheese...
Assuming these guys Mea Culpa, I would expect re-training and back on the line ASAP.
Clearly messed up and could easily have been a disaster, there but for the grace of god etc..
There are any number of airports, particularly ones in Greece where if you let your concentration lapse for a moment this could happen. Poor ATC, markings, radio aids (if any), language, weather - all there to get ya!
Its the best part of being a holiday jet pilot. Radar vectors to the ILS 4 times a week would drive me to distraction. But, beware the swiss cheese...
Assuming these guys Mea Culpa, I would expect re-training and back on the line ASAP.
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Backtrack
A "Standard Landing" for the 738, according to Mr Boeing, is with 2 autopilots engaged down the ILS to an autoland. It does not have to be anything to do with Cat 3.
There but for the grace of God etc..... Poor sods. Human Factors must have played a huge part in this and I wonder if Thomson employ children like other airlines, instead of high hours crews?
The experience levels in the Left Hand Seat as well as the Right are a cause for concern that the CAA must look at. Just because a co pilot has 3000 hours, there is a modern-day assumption that a Command is a god-given right. It's not.
A "Standard Landing" for the 738, according to Mr Boeing, is with 2 autopilots engaged down the ILS to an autoland. It does not have to be anything to do with Cat 3.
There but for the grace of God etc..... Poor sods. Human Factors must have played a huge part in this and I wonder if Thomson employ children like other airlines, instead of high hours crews?
The experience levels in the Left Hand Seat as well as the Right are a cause for concern that the CAA must look at. Just because a co pilot has 3000 hours, there is a modern-day assumption that a Command is a god-given right. It's not.