Transavia B738 at Amsterdam on Jul 25th 2015, severe windshear on final and go around, pilot comment &quot;scary&quot;, control problems, low fuel, no flaps

Last Update: November 16, 2015 / 21:12:06 GMT/Zulu time

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Photo of Transavia Airlines PH-GUA, Boeing 737-800 — Transavia Airlines PH-GUA, Boeing 737-800 (Photo credit: GerardvdSchaaf / Flickr / License: CC by)

Incident Facts

Date of incident
Jul 25, 2015

Classification
Incident

Airline
Transavia Airlines

Flight number
HV-5068

Departure
Girona, Spain

Destination
Rotterdam, Netherlands

Aircraft Registration
PH-GUA

Aircraft Type
Boeing 737-800

ICAO Type Designator
B738

A Transavia Boeing 737-800, registration PH-GUA performing flight HV-5068 from Girona,SP (Spain) to Rotterdam (Netherlands), was on approach to Rotterdam's runway 24 at about 1500 feet MSL due to weather and decided to divert to Amsterdam, climbed to 3000 feet enroute to Amsterdam and was on final approach to Amsterdam's runway 27, winds reported from 300 degrees at 36 knots gusting 50 knots, when the aircraft went around at about 1000 feet MSL reporting a severe windshear and being low on fuel, the pilot called "SPEED! SPEED! SPEED!" a second after that transmission, declined a hand off to departure, then requested vectors out of the rain shower, they were having control problems. Another transmission from the pilot: "Scary!" While requesting vectors around weather more transmissions, obviously meant for the pilot flying, occurred. Amsterdam Airport activated a full emergency response following the transmissions. The aircraft positioned for another approach to runway 27, tower advised all aircraft departing Amsterdam about indefinite delays due to arriving traffic, go-arounds and an emergency. The Boeing managed a safe landing on Amsterdam's runway 27 without flaps at a higher than normal speed (about 200 knots over ground) about 9 minutes after going around.

Passengers reported that all three approaches, the approach to Rotterdam and both approaches to Amsterdam, were turbulent. They were instructed to assume the brace position for the landing in Amsterdam.

The airline reported a diversion to Brussels was not possible anymore due to low fuel, the safety of the flight was not compromised however, the aircraft landed safely.

On Jul 26th 2015 the Dutch Safety Board reported that the occurrence has been reported to the DSB, additional information has been requested, the DSB is subsequently going to make the decision of whether to open an investigation or not.

A cold front was moving through the Netherlands at the time ending a period of about two weeks of excessive heat over Central Europe. The Dutch weather office had issued a "summer storm alert", such alerts are issued about one time in five years. The Dutch weather office subsequently reported that the summer storm had been the most severe since beginning of their recordings in 1901.

On Nov 16th 2015 the DSB reported in their quarterly bulletin, that the approach to Rotterdam's runway 24 needed to be aborted due to becoming unstable as result of strong westerly winds at 30 knots gusting up to 45 knots. The crew entered a holding pattern to assess their options, their planned alternate Brussels (Belgium) also suffered from severe weather. The crew therefore requested to divert to Amsterdam but were told to expect a delay of about 30 minutes and were recommended to divert to Eindhoven. Eindhoven however, due to noice issues, had NOTAMed that Eindhoven could not be planned as alternate and would not accept diversions. The crew therefore decided to divert to Amsterdam, but needed to abort their first approach to runway 27 due to windshear, overspeeding their flaps during the approach and go around. At that time the captain also realized that landing with their final fuel reserve intact was no longer ensured and an emergency was declared. Cabin crew was instructed to prepare the cabin for an emergency landing. Due to the flaps malfunction as result of the first approach to Amsterdam's runway 27 the crew was forced to perform a flaps up landing and succeeded in safely landing the aircraft at a higher than normal speed. The aircraft landed with 992kg of fuel remaining, 10kg below the required final fuel reserve. The occurrence was rated an incident, the DSB will not carry out further investigation.

Metars Rotterdam:
EHRD 251325Z AUTO 30024G35KT 260V330 9999 DZ FEW022 SCT026 BKN045 14/11 Q1007 TEMPO 4000
EHRD 251255Z AUTO 29024G39KT 250V330 7000 +DZRA BKN015CB SCT019 BKN026 14/12 Q1006 TEMPO 4000
EHRD 251225Z AUTO 29023G36KT 240V330 4100 -RA FEW015 SCT018 BKN023 14/12 Q1004 RERA TEMPO 30033G48KT
EHRD 251155Z AUTO 29027G39KT 250V320 3900 RA FEW011 SCT014 BKN018 14/12 Q1003 TEMPO 30033G48KT
EHRD 251125Z AUTO 29029G45KT 250V320 7000 -RA SCT014 BKN017 OVC020 14/12 Q1002 TEMPO 30033G48KT
EHRD 251055Z AUTO 29026G40KT 250V320 7000 -RADZ SCT014 BKN017 OVC020 15/13 Q1001 TEMPO 30033G48KT 6000
EHRD 251025Z AUTO 29023G40KT 240V330 9999 -RA FEW012 BKN016 BKN020 15/12 Q1000 RERA REDZ TEMPO 32033G48KT 4000
EHRD 250955Z AUTO 29025G38KT 240V340 9999 -DZ SCT014 BKN016 OVC020 15/12 Q0999 REDZ TEMPO 32033G48KT 4000
EHRD 250925Z AUTO 28026G43KT 240V320 9000 -RA BKN013 OVC016 15/13 Q0998 RERA REDZ TEMPO 32033G48KT 6000
EHRD 250855Z AUTO 28023G38KT 240V330 9999 -RADZ BKN014/// OVC016/// 15/13 Q0997 TEMPO 32033G48KT 5000 RA BKN008
EHRD 250825Z AUTO 27021G33KT 230V310 9999 OVC012 16/13 Q0997 BECMG 30028G40KT TEMPO 5000 RA BKN008

Metars Amsterdam:
EHAM 251325Z 30035G48KT 270V330 7000 -RA FEW013 BKN015 BKN022 13/12 Q1003 RERA WS R27 TEMPO 3500
EHAM 251255Z 30037G55KT 4000 RA FEW010 BKN012 OVC020 13/13 Q1001 RERA WS R27 TEMPO 7000
EHAM 251225Z 30040G52KT 3500 RA FEW010 BKN012 OVC020 13/13 Q0999 RERA WS R27 TEMPO 7000
EHAM 251155Z 30038G50KT 2500 RA FEW008 BKN010 OVC012 13/13 Q0997 RERA TEMPO 7000
EHAM 251125Z 29032G43KT 250V320 4500 RA BKN008 OVC020 OVC018 15/14 Q0996 RERA TEMPO 30032G48KT 7000
EHAM 251055Z 28030G42KT 7000 RA FEW007 BKN009 OVC018 15/14 Q0995 RERA TEMPO 30032G48KT 4000
EHAM 251025Z 27031G47KT 5000 RA BKN008 OVC012 15/14 Q0995 BECMG 30032G45KT
EHAM 250955Z 27027G37KT 4500 RA BKN008 OVC012 16/15 Q0994 BECMG 30032G45KT
EHAM 250925Z 26023KT 230V290 9000 -DZ BKN008 17/15 Q0994 BECMG 29032G45KT TEMPO 5000