What happened
On the evening of January 23, 2005, a Spanair MD-83, registration EC-GQG, was performing a scheduled domestic passenger flight from Palma de Mallorca to Madrid via Oviedo. Upon arrival at Asturias Airport, the crew encountered adverse weather conditions, including rain, fog, and a low cloud ceiling of approximately 300 feet. Due to low visibility, the aircraft was required to hold over the Asturias VOR.
As weather conditions allowed for an ILS approach to runway 29, the crew prepared for landing. The runway was wet, and the wind was reported as having a significant tailwind component, fluctuating between 5 and 9.5 knots. During the final stages of the approach, the pilot disconnected the autopilot, while the autothrottle remained engaged. The crew noted an uncommanded descent at approximately 50 feet above the ground, prompting an attempt to compensate by increasing engine thrust.
Upon touchdown, the aircraft experienced a vertical acceleration of 4.11g. This intense impact caused the aircraft to bounce, resulting in a lateral deviation from the runway centerline and a subsequent collision with a runway edge light. The impact caused structural deformation to the rear fuselage and damage to the right main gear-downlock assembly. The pilot sustained a spinal injury during the impact, while the remaining crew and 37 passengers were largely uninjured.
The investigation
The CIAIAC examined the flight data, the aircraft's maintenance records, and the operational manuals of the operator. The investigation focused on the flight path stability, the performance of the autothrottle system, and the meteorological conditions at the time of the accident. Investigators also reviewed the company's procedures regarding approach callouts and the use of automated flight systems.
Findings
- The primary cause of the accident was a significant variation in wind intensity and direction during the landing phase, which led to the high vertical acceleration.
- A contributing factor was the unstable approach maneuver, characterized by pitch variations starting at 84 feet and a deviation from the ILS glidepath, which, combined with the autothrottle transitioning to idle, placed the aircraft on a non-nominal trajectory.
- The aircraft was operating within its weight and balance limits, and all required maintenance inspections were up to date.
- The crew was aware of the tailwind limitations and had briefed the monitoring of the wind component.
Safety action
Following the investigation, several safety recommendations were issued to the operator regarding the standardization of approach callouts and the alignment of training manuals with operational procedures. Specifically, it was recommended that the operator include criteria for corrective actions when deviations are detected and ensure consistency between training and operational documentation to prevent crew confusion.