|Title:||Wing strike, Boeing 757-200, G-WJAN|
|Micro summary:||Following two approaches, on the third, this Boeing 757-200 clipped the ground and then proceeded to an alternate.|
|Event Time:||1998-01-01 at 1932 UTC|
|Publishing Agency:||Aircraft Accident Investigation Board (AAIB)|
|Publishing Country:||United Kingdom|
|Site of event:||Landing, Puerto PLata Airfield, Dominican Republic|
|Departure:||Bangor International Airport, Bangor, Maine, USA|
|Destination:||Gregorio Luperon International Airport, Puerto Platas, Dominican Republic|
|Airplane Type(s):||Boeing 757-200|
|Type of flight:||Revenue|
|Executive Summary:||The accident occurred at 1932 hrs on 1 January 1998 at Puerto Plata Airfield, Dominican Republic, and was immediately reported to the Dominican authorities. The accident was investigated in accordance with Annex 13 to the Convention on International Civil Aviation. Accredited Representatives were appointed by the Air Accidents Investigation Branch, UK, (representing the State of Registry and the Operator) and the National Transportation Safety Board, USA, (representing the State of Design and Manufacture). |
The accident occurred when the aircraft, which was on a charter passenger flight from Bangor, USA, to Puerto Plata, struck the ground to the right of Runway 26 whilst attempting to land from a low level, visual circuit. The crew had previously attempted two instrument approaches in poor weather neither of which had been successful. Following the ground contact the aircraft diverted to Santo Domingo, Dominican Republic, where it landed without further incident. The passengers, who disembarked at Santo Domingo, sustained no reported injuries. The aircraft suffered major damage to the tail area and was repaired by a team from the manufacturer.
The investigation identified the following causal factors:
(i) A very late go-around, initiated at a speed 14 kt below the target threshold speed, resulted in the underside of the aircraft's tail striking the ground thereby causing considerable damage to the aircraft.
(ii) After an unsuccessful second non-precision instrument approach the commander flew a visual circuit which ultimately required unusual and aggressive manoeuvring of the aircraft, but he was still unable to place the aircraft on the runway.
(iii) The visual circling approach was not discontinued immediately after the commander's spectacles became displaced, which resulted in the aircraft not being stabilised on the runway centre line by 400 ft.
(iv) Numerous deviations from the operator's Standard Operating Procedures (SOPs) by the flight crew precluded the establishment of a stabilised approach, increased the commander's workload and made a successful landing less likely from either of the instrument approaches.
(v) The first officer (FO) did not contribute sufficiently towards the overall management of the flight and failed to challenge any of the commander's flawed decisions as his Crew Resource Management (CRM) training and experience should have equipped him to do.
Three safety recommendations were made during the course of the investigation
|Learning Keywords:||Operations - Bang, pop, crack, sizzle!|
|Operations - Unstabilized Approach|
|Operations - Wing Strike With Ground|
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