History
On 12 June 2023, a Boeing 737-8K5 (registration G-FDZX) was returning to Manchester Airport from Zakynthos, Greece. The flight crew had taken extra fuel due to forecast thunderstorms across the UK. As the aircraft approached Manchester, the crew coordinated a routing north of the airport to avoid cumulonimbus clouds to the south. They were vectored onto the ILS approach for Runway 05R. Weather radar indicated a thunderstorm cell moving left to right across the airport. The aircraft was below cloud base and the crew could see the runway. The tower controller cleared the aircraft to land, reporting wind from 160° at 19 kt with a recent gust of 27 kt and a heavy shower on the threshold. The pilots continued the approach and reviewed missed approach procedures.
At the decision height of 390 ft amsl, the aircraft entered heavy rain and visual reference was lost. Both pilots called 'go-around' simultaneously. The commander pressed the TOGA switch and manually advanced the thrust levers with autopilot and autothrottle disconnected. The co-pilot selected Flap 15 and, with a positive rate of climb, raised the landing gear. As the commander increased pitch through 10°, airspeed rapidly decreased. Concerned about a stall, he applied a nose-down input. The aircraft initially did not accelerate as expected. After a few seconds, the commander added additional thrust. The EGPWS then announced 'don't sink don't sink' and 'pull up' appeared on the primary flight display. The commander applied full thrust and increased pitch as speed recovered. The aircraft climbed away without further incident. Once at the missed approach altitude, the crew considered another approach but ATC advised that subsequent aircraft had broken off. They diverted to Newcastle, where weather was clear.
Meteorological Conditions
The forecast for Manchester Airport at the time of arrival included temporary conditions of visibility 7 km in rain showers, and a 40% chance of variable wind at 15 kt gusting 25 kt, visibility 3 km in heavy rain showers, thunderstorms, and hail. Actual reports around the incident showed surface wind from 210° at 5 kt at 1720 hrs, and from 200° at 5 kt with a light thunderstorm and rain at 1750 hrs. The tower controller provided wind checks: 160° at 19 kt with a recent gust of 27 kt at landing clearance, and 190° at 15 kt near decision height. During the go-around, the controller reported wind from 180°.
Recorded Information
Flight data recorder (FDR) and flight data monitoring (FDM) data were analysed. At 1,000 ft above the runway, the aircraft met stabilised approach criteria. Winds began to shift below 800 ft. At 500 ft, wind was from 115° at 21 kt. At 200 ft, wind was from 090° at 23 kt; thrust increased to 57% N1, airspeed reduced to a minimum of 148 kt, and descent rate peaked at 1,000 fpm. At 140 ft, the go-around was initiated with wind from 080° at 26 kt. During the go-around, at 200 ft, wind was from 120° at 13 kt. Pitch decreased, the aircraft levelled and then descended slightly for 6 seconds, reaching a minimum height of 150 ft above runway threshold elevation, triggering the EGPWS caution. Full thrust was then applied, and the aircraft climbed at over 2,000 fpm.
Operator Procedures
The operator's Operations Manual Part A recommended not landing or taking off in the face of an approaching thunderstorm, and to hold clear or divert if a thunderstorm is overhead or in the approach path. The Boeing 737 Quick Reference Handbook (QRH) provided guidance on windshear recognition, stating that unacceptable flight path deviations include a 15 kt airspeed change, 500 fpm vertical speed change, 5° pitch change, 1 dot glideslope displacement, or unusual thrust lever position.
Comments
The aircraft manufacturer reviewed the FDR data and noted that lowering the nose is not consistent with published guidance in this scenario; a windshear escape manoeuvre is expected when unacceptable flight path deviations occur. The concept of startle and surprise was discussed: a sudden, intense stimulus can impair pilot responses for 0.3 to 1.5 seconds. The operator is taking action to raise awareness of thunderstorm threats and to review guidance for manual thrust go-arounds.