Easyjet A320 at Tenerife on Jun 2nd 2014, fuel emergency

Last Update: May 28, 2019 / 18:19:39 GMT/Zulu time

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Photo of Easyjet G-EZTD, Airbus A320 — Easyjet G-EZTD, Airbus A320 (Photo credit: HawkeyeUK / Flickr / License: CC by-sa)

Incident Facts

Date of incident
Jun 2, 2014

Classification
Incident

Airline
Easyjet

Flight number
U2-8705

Departure
London Gatwick, United Kingdom

Destination
Tenerife Sur Sofia Reina, Spain

Aircraft Registration
G-EZTD

Aircraft Type
Airbus A320

ICAO Type Designator
A320

An Easyjet Airbus A320-200, registration G-EZTD performing flight U2-8705 from London Gatwick,EN (UK) to Tenerife Sur Sofia Reina,CI (Spain) with 184 passengers and 6 crew, was on final approach to Tenerife South Airport's runway 08 when the crew decided to go around from below 600 feet MSL due to weather. The aircraft positioned for another approach to runway 08 but again needed to go around from below 1000 feet MSL due to weather, the crew subsequently diverted to Tenerife North Los Rodeos Airport and positioned for an approach to runway 30 but again needed to go around due to weather. The crew positioned for another approach to runway 30 and managed a safe landing about 10 minutes after going around at Los Rodeos and about 35 minutes after aborting the first approach to the South Airport.

Spain's CIAIAC reported on Aug 4th 2014, that the crew declared Mayday prior to landing on Los Rodeos' runway 30 due to being low on fuel. The aircraft had gone around two times at South Airport due to windshear. An investigation into the occurrence has been opened.

Spain's CIAIAC still (May 2019) does not list the occurrence about 2 hours later involving G-EZUN reported by the French BEA on Jun 25th 2014 (and supported by radar data), see Incident: Easyjet A320 at Tenerife on Jun 2nd 2014, fuel emergency, however, the occurrence is mentioned in the factual portion of the final report (see below) suggesting the aircraft landed with more than the required minimum fuel.

The occurrence aircraft remained on the ground in Tenerife Los Rodeos for about 18 hours and departed from Los Rodeos to London Gatwick as flight U2-9706 the following day.

On May 28th 2019 Spain's TSB released their final report in Spanish (Editorial note: to serve the purpose of global prevention of the repeat of causes leading to an occurrence an additional timely release of all occurrence reports in the only world spanning aviation language English would be necessary, a Spanish only release does not achieve this purpose as set by ICAO annex 13 and just forces many aviators to waste much more time and effort each in trying to understand the circumstances leading to the occurrence. Aviators operating internationally are required to read/speak English besides their local language, investigators need to be able to read/write/speak English to communicate with their counterparts all around the globe). The report concludes the probable causes of the incident were:

weather conditions at Tenerife North/Los Rodeos Airport, though above limits set by the operator, caused the aircraft to become high on final approach forcing the crew to go around and declare emergency, because landing would now occur with less fuel than required as minimum fuel reserve. Prior to this approach the aircraft had diverted from Tenerife South/Sur Sofia Reina Airport due to encountering windshear twice on final approach prompting two go arounds.

The aircraft was on final approach to South Airport's runway 08 when the aircraft encountered windshear prompting the crew to go around. The crew decided to attempt another approach to runway 08, however, had again to go around due to being unstablized (editorial note: according to the conclusions as result of windshear) 18 minutes after the first go around. The crew decided to divert to the North Airport, the crew already indicated they were low on fuel, and 25 minutes after the first go around was on a final ILS approach to runway 30 when the aircraft again became unstablized as result of changing winds, the crew initiated another go around declaring emergency because the landing would now occur with less fuel remaining than required. The aircraft positioned for another approach to runway 30 and landed without further incident 41 minutes after the first go around, the aircraft had 780kg of fuel remaining after landing, 295kg less than required as minimum fuel.

The CIAIAC analysed the aircraft had been dispatched with 12,500kg of fuel on board, the commander had not opted to take any additional fuel on board. Planned flight duration was 4:55 hours. The crew operated into Tenerife the first time. There were forecasts of windshear for Tenerife South, however, not for the North Airport. The aircraft was second on approach to South runway 08, the first aircraft on approach reported windshear at 800 feet AGL, however, was able to continue the approach and landed. Tower subsequently informed the crew of G-EZTD about a windshear of 30 knots at 800 feet AGL. The aircraft descended through 800 feet with flaps 3 and 144 KIAS, descending through 453 feet the aircraft encountered another windshear of about 20 knots gain increasing the IAS from 144 to 159 knots. The crew thus considered the approach outside their stabilized criteria (Vapp +10/-5 knots) and went around. The crew thus acted properly and followed correctly the criteria set for the approach.

As company procedures permit two approaches to the same runway the crew decided to attempt another approach to runway 08. This time the crew selected full flaps for a Vapp of 139 KIAS, however, again encountered windshear increasing the IAS to 153 KIAS (about 14 knots gain) and initiated the go around at 489 feet AGL. At that time there were 2,032 kg of fuel remaining.

The crew decided to divert to Tenerife North Airport, climbed to FL070 and requested a more direct route which was approved by ATC. On approach to the North Airport the crew declared minimum fuel (which does not invoke priority however). The crew maneouvered early to establish on the extended runway center line. Tower reported the winds from 070 degrees at 19 to 25 knots, windshear at 800 feet of about +/-10 knots to a headwind of 30 knots. Descending through 800 feet on final approach the winds changed destabilizing the aircraft, the crew disconnected the autopilot and continued manually. The aircraft crossed the threshold of runway 30 high, continued the descent for another 3 seconds then initiated a go around at 68 feet AGL and 1415kg of fuel remaining. The CIAIAC analysed the aircraft would have landed above minimum fuel (1075 kg) had this approach been completed to a landing.

While the aircraft maneouvered for another approach to runway 30 there were some communication problems due to the attempts to accelerate the approach and landing. The aircraft completed a landing without further incident on runway 30 with 780 kg of fuel remaining.

The CIAIAC analysed that the SOP of the operator stated the commander must state a specific reason for carrying extra fuel, like presence of storms, crosswind, icing. The planned fuel had been sufficient to perform two approach to Tenerife South and one to Tenerite North. However, as windshear had been forecast for Tenerife South, this should have been sufficient reason to carry extra fuel.

Metars Sur Sofia Reina:
GCTS 022200Z 00000KT CAVOK 21/14 Q1019 NOSIG
GCTS 022130Z VRB01KT CAVOK 21/14 Q1019 NOSIG
GCTS 022100Z VRB01KT CAVOK 21/14 Q1019 NOSIG
GCTS 022030Z VRB02KT CAVOK 22/14 Q1019 NOSIG
GCTS 022000Z 06011KT CAVOK 23/11 Q1019 WS R08 NOSIG
GCTS 021930Z 07014KT CAVOK 24/10 Q1019 WS R08 NOSIG
GCTS 021900Z 07017KT CAVOK 24/10 Q1018 WS R08 NOSIG
GCTS 021830Z 06019KT CAVOK 25/10 Q1018 WS R08 NOSIG
GCTS 021800Z 07019KT CAVOK 25/11 Q1018 WS R08 NOSIG
GCTS 021730Z 06020KT 9999 FEW025 25/12 Q1018 WS R08 NOSIG
GCTS 021700Z 08019KT 9999 FEW025 25/14 Q1018 WS R08 NOSIG
GCTS 021630Z 07022KT CAVOK 26/12 Q1018 WS R08 NOSIG
GCTS 021600Z 08022KT CAVOK 26/11 Q1018 WS R08 NOSIG
GCTS 021530Z 07022KT 040V100 CAVOK 26/11 Q1018 WS R08 NOSIG
GCTS 021500Z 08022KT CAVOK 26/12 Q1018 WS R08 NOSIG

Metars Los Rodeos:
GCXO 022200Z 27007KT 9999 VCFG FEW000 14/10 Q1022 NOSIG
GCXO 022130Z 27008KT 9999 2200NW BCFG FEW000 13/12 Q1022 NOSIG
GCXO 022100Z 27008KT 9999 4000NW VCFG FEW000 14/13 Q1022 NOSIG
GCXO 022030Z 27008KT 9999 FEW003 14/13 Q1022 NOSIG
GCXO 022000Z 28009KT 9999 FEW003 14/13 Q1022 NOSIG
GCXO 021930Z 29010KT 9999 FEW005 15/13 Q1022 NOSIG
GCXO 021900Z 29010KT 270V330 9999 FEW009 17/13 Q1021 NOSIG
GCXO 021830Z 34007KT 300V020 9999 FEW009 19/10 Q1021 NOSIG
GCXO 021800Z 34008KT 300V020 9999 FEW009 19/10 Q1021 NOSIG
GCXO 021730Z 36007KT 320V030 9999 FEW009 19/10 Q1021 NOSIG
GCXO 021700Z 35010KT 320V030 9999 FEW009 20/11 Q1021 NOSIG
GCXO 021630Z 32009KT 290V030 9999 FEW009 20/12 Q1021 NOSIG
GCXO 021600Z 31010KT 280V350 9999 FEW009 21/12 Q1021 NOSIG
GCXO 021530Z 30011KT 280V340 9999 FEW009 20/13 Q1021 NOSIG