Hop! CRJ7 at Lyon on Jan 23rd 2020, runway incursion in flight
Last Update: August 25, 2022 / 17:55:23 GMT/Zulu time
The French BEA rated the occurrence a serious incident and opened an investigation.
On Aug 25th 2022 the BEA released their final report in French only (Editorial note: the English version is to be expected in due time, analysis will be included then) concluding the probable causes of the incident were:
These factors may have contributed to the approach being performed in a mode other than AIII:
- Inadequate use of the control panel by the crew, which may have resulted in:
+ either an erroneous selection of the piloting mode from the control panel at the beginning of the descent or an erroneous selection of the piloting mode from the control panel at the beginning of the descent,
+ or a deselection of the AIII mode linked to the execution of the RA test after having prearmed mode AIII,
- the fact that the conditions for arming the AIII mode were not met, which would have meant that this mode, even if correctly selected, did not arm;
- an inadequate verification of the parameters of the approach on the PFD and the HUD, approach parameters on the PFDs and the HUD, in particular during the calls foreseen by the standard procedures, which did not allow the crew to detect that the AIII mode was not the active mode.
The following may have contributed to the trajectory deviations and the destabilization of the approach:
- repeated corrections of increasing amplitude when following the indicated trajectory by the CDB, in a context of execution of its first ILS CAT IIIa approach at HGS. ILS CAT IIIa approach on the HUD without visibility in flight;
- the CDB's attention on the HUD symbols for the alignment of the "Flight path symbol" with the "Guidance path symbol with the guidance cue to the detriment of following the LOC LOC deviation indication;
- partial monitoring of the trajectory on short final by the co-pilot, whose attention was diverted to correct a radio problem on his headset.
Although in-service malfunctions of this type are very rare, it was not possible to exclude the possibility of an erratic behavior of the HGS flight director during the approach.
LFLL 230800Z VRB02KT 0200 R35L/0300N R17R/0200N R35R/0250N R17L/0300N FZFG VV/// M03/M03 Q1027 NOSIG=
LFLL 230730Z VRB02KT 0200 R35L/0250N R17R/0225N R35R/0200N R17L/0325N FZFG VV/// M03/M04 Q1027 NOSIG=
LFLL 230700Z 05003KT 0300 R35L/0400D R17R/0250N R35R/0300D R17L/0400N FZFG VV/// M03/M04 Q1027 TEMPO 0200=
LFLL 230630Z 01003KT 0400 R35L/0350N R17R/0225N R35R/0275D R17L/0325N FZFG VV/// M03/M04 Q1027 TEMPO 0200 FZFG VV///=
LFLL 230600Z 00000KT 2500 0600N R35L/P2000 R17R/0250D R35R/P2000 R17L/1800D BCFG BR NSC M02/M03 Q1027 TEMPO 0350 FZFG VV///=
LFLL 230530Z VRB01KT 2500 R17R/1200D BR NSC M02/M03 Q1027 TEMPO 0800 FZFG VV///=
LFLL 230500Z 00000KT 2500 BR NSC M02/M02 Q1027 NOSIG=
LFLL 230430Z 00000KT 2500 BR NSC M02/M02 Q1027 NOSIG=
LFLL 230400Z 36002KT 3000 BR NSC M01/M02 Q1028 NOSIG=
LFLL 230330Z 02002KT 3000 BR NSC M01/M02 Q1028 NOSIG=
LFLL 230300Z 04001KT 3000 BR NSC M01/M02 Q1028 TEMPO 0800=
LFLL 230230Z 02002KT 4000 BR NSC M01/M02 Q1028 NOSIG=
LFLL 230200Z 03002KT 4000 BR NSC M01/M02 Q1029 NOSIG=
This article is published under license from Avherald.com. © of text by Avherald.com.
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