Arabia Maroc A320 at Catania on Sep 20th 2025, GPWS pull up after departure

Last Update: November 14, 2025 / 15:20:42 GMT/Zulu time

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Photo of Air Arabia Maroc CN-NML, Airbus A320 — Air Arabia Maroc CN-NML, Airbus A320 (Photo credit: airlines470 / Flickr / License: CC by-sa)

Incident Facts

Date of incident
Sep 20, 2025

Classification
Incident

Airline
Air Arabia Maroc

Flight number
3O-991

Departure
Catania, Italy

Destination
Amman, Jordan

Aircraft Registration
CN-NML

Aircraft Type
Airbus A320

ICAO Type Designator
A320

Airport
Catania / Fontanarossa Airport, Catania

Airport ICAO Code
LICC

An Air Arabia Maroc Airbus A320-200, registration CN-NML performing flight 3O-991 from Catania (Italy) to Amman (Jordan) with 4 crew, was departing Catania's runway 08 when shortly after takeoff the crew received a GPWS Pull Up Message. About 1.9nm past the runway end the aircraft climbed through about 500 feet MSL and continued to Amman without further incident.

Italy's ANSV reported they are investigating the occurrence rated a serious incident stating: "On September 20, 2025, at 21:57 UTC, shortly after takeoff from Catania Airport, an Air Arabia Airbus A320 aircraft, registration CN-NML, bound for Queen Alia International Airport (Jordan), received a Ground Proximity Warning System (GPWS) pull-up message. This occurred as the aircraft approached the sea surface, reaching a short distance from it."

According to ADSB data the aircraft initially climbed to about 350 feet MSL (compensated for ambient pressure 1021 hPa by adding 230 feet to the transponder altitude) about 0.3nm past the runway end and descended again to about 230 feet (+/- 25 feet) about 0.7nm past the runway end.

On Nov 14th 2025 Italy's ANSV released their preliminary report summarizing the sequence of events: "On the 20th of September 2025 the A320-214 registration marks CN-NML, Air Arabia Maroc flight MAC991, from Catania (LICC, Italy) to Amman (OJAI, Jordan) for a positioning flight, took off from runway 08 at 21.56 UTC. Shortly after, the aircraft started to descend and GPWS alerts triggered. The aircraft trajectory was recovered when it was close to the sea surface. The minimum recorded RA was 41 ft (12,5 m). The flight continued to the destination, where an uneventful landing was performed. The event was reported to the ANSV by the operator after their FDM analysis, following an ASR from the captain of the flight. "

The ANSV reported with respect to the FDR:

At 21:56:24 the aircraft was lined up for take-off on RWY 08. The data allowed to establish the PIC was the PF.

Both FDs were engaged with no associated mode on the FMA. Slats/Flaps were CONF 1+F. CG was 24.8%. STAB position was -0.8° (nose-up). EGPWS terrain was displayed on first officer side. Weather radar was displayed on captain side. The take-off speeds MCDU entries are not included in the FDR recorded parameters.

At 21:56:28 the thrust levers were moved initially to FLEX and after 4 seconds (at CAS of about 50 kt) the TOGA was set (21:56:32). FDs mode changed and engaged to RWY mode. SRS mode was not engaged. Auto-thrust was not armed.

From 21:56:43 to 21:56:46 the CAS was between 127 and 144 kt. While no sidestick input was applied, the NLG was recorded uncompressed twice.

At 21:56:46 the rotation was initiated at CAS 144 kt.

At 21:56:49 the aircraft lifted off at CAS 157 kt and pitch +7°.

At 21:56:52 CAS was 167 kt increasing, RA 37 ft and the gears selected UP. V/S +1520 fpm.

At 21:56:53 FDs lateral mode changed from RWY (LOC SUB MODE RUNWAY) to NAV (TRAK SUB MODE NAV). RA was 62 ft, CAS 168 kt, pitch +10,5°.

At 21:56:54 RA 91 ft, 5 secs after lift-off, FD vertical mode was in “V/S” (target V/S +1900 fpm). Current V/S was +1968 fpm. AP was not engaged.

At 21:56:55 aircraft pitch reached a maximum of +11°. Sidestick input at that time increased to about 9 ° pitch down. RA was 123 ft.

At 21:57:01, at 309 ft (RA), while CAS was 188 kt, V/S +1408 fpm, and pitch 7°, pitch down was commanded from captain sidestick.

At 21:57:04, at 370 ft (RA), CAS was 200 kt, V/S +112 fpm, and pitch +2.1°, flaps config 0 selected, while pitch down command 7.2° was still observed from captain sidestick.

At 21:57:06, at 383 ft (RA), while CAS was 211 kt, V/S -1200 fpm, and pitch 0° (aircraft started descending), pitch down command still observed from captain sidestick.

At 21:57:08, at 348 ft (RA), AP1 engaged (for only 3 seconds) in NAV / V/S. The vertical speed target changed to "V/S -1900", CAS was 222 kt, V/S -2064 fpm, aircraft pitch -1.75°. During the timeframe the AP1 was engaged, sidestick movements from Captain side were recorded.

At 21:57:09, at 328 ft (RA), V/S -2320 fpm. At CAS 230 kt, thrust reduction started from TOGA to 16° (position between “climb” and “idle” detent) in one second (at 21:57:13 TOGA again).

At 21:57:10, at 288 ft (RA), a first GPWS parameter triggered for 7 seconds, V/S -2480 fpm, pitch -3.2°.

At 21:57:11 AP1 disengaged, flaps angle 0° (fully retracted), slats were still retracting, CAS 239 kt, (VFE 230 kt), V/S -2784 fpm, FD target V/S -1920 ft/min, RA 251 ft.

At 21:57:13, at 162 ft (RA), TOGA was applied while CAS was 249kt, V/S -2416 fpm, pitch -3.2°, and pitch up command was observed from captain sidestick (full deflection).

At 21:57:17, at 55 ft (RA), a second GPWS parameter triggered for 4 seconds, while CAS was 268 kt, V/S -544 fpm, pitch 0.7° and momentary pitch down followed by pitch up command observed from captain sidestick.

At 21:57:18, at 45 ft (RA), CAS was 271 kt, pitch 1.4° and pitch up command was observed from captain sidestick 13.5° (2/3 of full deflection).

At 21:57:19, at 41 ft (RA), Figure 9, CAS was 275 kt, pitch 3.8° and pitch up command was observed from captain sidestick 8.6°.

At 21:57:29, auto-thrust and OP CLB mode engaged at 737 ft (RA), CAS was 283 kt, V/S 5800 fpm and pitch 12.7°, while AP was still not engaged.

At 21:57:50, thrust in climb detent then AP1 engaged at baro-altitude 2619 ft (QNH 1021), CAS was 265 kt, V/S 5900 fpm.

The CVR was overwritten.

Metars:
LICC 202320Z 22005KT CAVOK 20/18 Q1020=
LICC 202250Z 22004KT CAVOK 21/18 Q1020=
LICC 202220Z 30003KT CAVOK 23/20 Q1020=
LICC 202150Z 30005KT CAVOK 23/20 Q1021=
LICC 202120Z 28004KT 260V320 CAVOK 22/20 Q1021=
LICC 202050Z VRB02KT CAVOK 23/19 Q1021=
LICC 202020Z VRB01KT CAVOK 24/21 Q1021=
LICC 201950Z 14002KT CAVOK 24/20 Q1021=
LICC 201920Z 10003KT CAVOK 24/20 Q1021=