What happened
On 18 April 2007, an Airbus A319-131, registration G-DBCI, was performing a commercial passenger flight departing from Amsterdam Schiphol Airport. During the takeoff roll, the aircraft experienced a sudden and rapid yaw to the right. At an airspeed of approximately 124 knots, a significant right rudder pedal input occurred, causing the aircraft's heading to deviate by 18° from the runway centerline.
During this period of instability, the commander announced an engine failure. This announcement, combined with the aircraft's lateral movement, led the crew to believe a mechanical issue might be present. The co-pilot, acting as the pilot flying, rotated the aircraft at a speed 5 kt below the calculated VR. The aircraft became airborne and was subsequently manoeuvred back onto the runway centerline to continue the assigned departure. Due to concerns regarding potential tyre damage—stemming from the observation of rubber marks on the runway—the crew elected to perform an emergency landing at their destination.
The investigation
The AAIB investigation examined the aircraft's flight data recorder (FDR) and the physical condition of the aircraft and runway. While the crew initially suspected a tyre burst due to seeing rubber deposits on the runway, inspections of G-DBCI revealed no abnormalities in the tyres or landing gear. Runway inspections confirmed that the tyre marks were produced by the aircraft's own main wheels during the deviation.
Technical analysis of the FDR showed that the rudder deflection was driven by manual pedal inputs rather than a system malfunction. The investigation also reviewed the manufacturer's data regarding similar "lateral jerk" events in the A320 family, noting that the magnitude of the deviation in this instance was much larger than those typically caused by wind gusts. The investigation also noted that the cockpit voice recorder data had been overwritten, limiting the ability to analyze the specific communications during the event.
Findings
- The rapid deviation from the runway centerline was caused by full right rudder pedal input.
- The exact reason for the initial rudder input could not be determined, though it may have been an alarmed response to the commander's incorrect announcement of an engine failure.
- The crew's decision to treat the event as a potential tyre failure was influenced by the presence of tyre marks on the runway, which were actually caused by the aircraft itself.
- A state of under-arousal due to the benign operating conditions and long taxi period may have contributed to the crew's delayed reaction to the deviation.
Safety action
- It is recommended that Airbus revise Flight Crew Operating Manual Bulletin No. 829/1 to include quantitative indications of the typical range of heading and lateral acceleration deviations that may be observed during gusty takeoff conditions.