t'way B738 at Seoul on Aug 7th 2016, tail strike on go-around
Last Update: November 2, 2018 / 18:07:11 GMT/Zulu time
Incident Facts
Date of incident
Aug 7, 2016
Classification
Accident
Airline
t'way Airlines
Flight number
TW-282
Departure
Osaka, Japan
Destination
Seoul, South Korea
Aircraft Registration
HL8253
Aircraft Type
Boeing 737-800
ICAO Type Designator
B738
Airport ICAO Code
RKSI
South Korea's Ministry of Land, Infrastructure and Transport rated the occurrence an accident, an investigation by ARAIB has been opened.
The occurrence aircraft is still on the ground in Seoul about 61 hours after landing.
In October 2018 South Korea's ARAIB released their final report in Korean only (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 Korean 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) concluding the probable causes of the accident were:
The causes of the accident are:
- the rear lower fuselage made contact with the runway surface.
- HL8253 reduced engine power late, a bounce occurred
- and pitch angles were increased
- engine power was not immediately available while the engines accelerated
- by attempting to arrest the sink rate the pitch angle exceeded the landing limit and the tail contacted the runway surface.
Contributing factors were:
- the pilot under training lacked knowledge and experience in bounce recovery
- the low time instructor did not anticipate abnormal situations that may arise as result of incorrect aircraft handling by students
The ARAIB reported there were three pilots in the cockit: the captain (47, ATPL, 7,328 hours total, 1,511 hours on type, 45 hours as instructor) was pilot monitoring, the first officer under training (35, CPL, 340 hours total, 40 hours on type) was pilot flying, and a safety pilot occupying the observer's seat (42, CPL, 1,625 hours total, 1,354 hours on type).
The crew briefed for and performed an ILS approach to runway 34, flaps 30 were set, Vref was calculated to 143 KIAS and Vapp to 148 KIAS.
The first officer performed a stabilized approach prompting the instructor to call stabilized at 1000 and 500 feet AGL, at Decision Height the instructor called for landing. The aircraft touched down 708 feet past the runway threshold at a speed of 151 KIAS and a vertical acceleration of +1.926G and bounced. The aircraft touched down a second time about 1640 feet down the runway about 3.6 seconds later, the pitch angle was 9.8 degrees nose up and the vertical acceleration was +2.663G at 144 KIAS, the CVR recorded the sounds of the tail contacting the runway surface for about 1.2 seconds. The instructor called "Go Around! Go Around!" TOGA is applied and the aircraft climbed out, performed a second approach and landed on runway 34 without further incident.
The aircraft sustained substantial structural damage.
The ARAIB analysis over many pages basically just described the flight data graphics (see below). The ARAIB finally analyses that the pilot should be able to control the attitude, speed and sink rate from altitude to touch down including the transition from monitoring instruments to completing the landing visually. However getting this wrong is a common error.
In this case engine thrust was reduced late which reduced the rate of descent near the ground prompting the pilot flying to lower the nose, which resulted in the IAS increasing. Engine thrust is still not sufficiently reduced, the aircraft touched down in a high state of energy and bounced, only the the engines reached idle thrust.
Instructors may experience abnormal situations caused by inadequate handling of the aircraft by students. The instructor verbally advised the student to increase the rate of descent below 100 feet AGL when the engine thrust had not yet been reduced which resulted in an attitude change (lowering the nose) rather than the engine thrust being retarted. At this point the instructor should have increased the engine thrust and initiated a go around.
The instructor however had only 45 hours experience in instructing and did not grasp the tendencies the student pilot was showing.
Metars:
RKSI 070500Z 29013KT CAVOK 31/16 Q1007 NOSIG
RKSI 070430Z 29012KT CAVOK 31/16 Q1007 NOSIG
RKSI 070400Z 30010KT 270V330 CAVOK 30/16 Q1007 NOSIG
RKSI 070330Z 30010KT 280V360 CAVOK 30/17 Q1007 NOSIG
RKSI 070300Z 31010KT CAVOK 30/18 Q1007 NOSIG
RKSI 070230Z 30010KT CAVOK 31/19 Q1007 NOSIG
RKSI 070200Z 31009KT 270V340 CAVOK 30/18 Q1007 NOSIG
RKSI 070130Z 32006KT 280V340 CAVOK 30/18 Q1007 NOSIG
RKSI 070100Z 28003KT 360V060 CAVOK 30/18 Q1007 NOSIG
RKSI 070030Z 25003KT CAVOK 29/19 Q1007 NOSIG
RKSI 070000Z 16004KT 110V190 CAVOK 29/21 Q1007 NOSIG
Incident Facts
Date of incident
Aug 7, 2016
Classification
Accident
Airline
t'way Airlines
Flight number
TW-282
Departure
Osaka, Japan
Destination
Seoul, South Korea
Aircraft Registration
HL8253
Aircraft Type
Boeing 737-800
ICAO Type Designator
B738
Airport ICAO Code
RKSI
This article is published under license from Avherald.com. © of text by Avherald.com.
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