Cargo Aircraft Collision with Terrain Near Milan-Linate (G-ASXL)

Flight Progression and Weather Avoidance The aircraft departed London Airport (Heathrow) at 1627 GMT on a scheduled international freight flight to Milan-Linate Airport, Italy. The flight proceeded normally until the boundary of Milan TMA near Monteceneri NDB. Control was transferred from Zurich ACC to Milan ACC at FL 170. After initial air-ground communication, the aircraft was cleared at 1844:30 GMT to Linate via Saronno and Linate NDB. Before reaching Saronno VOR, the pilot requested and received permission to divert slightly southwest to avoid a significant thunderstorm formation that was forecast to reach the Milan CTR at 1952 GMT. ATC cleared the descent with a limit of 6,000 ft, confirming the earlier descent clearance. The pilot acknowledged the clearance and reported being southwest of Saronno on a heading of 180°. At 1855 GMT, the pilot reported maintaining a 180° heading to avoid the thunderstorm area, with an estimated time of 1904–1905 GMT for Linate NDB. Milan ACC then amended the descent clearance to FL 130 to protect other traffic south of the CTR. ## Position Reporting and Descent At 1903 GMT, the pilot unexpectedly reported heading for Voghera VOR without having been cleared for that route. Shortly afterward, the pilot reported being over Voghera VOR at FL 130 and requested further descent clearance, which was not granted due to the unorthodox position report. The pilot was instructed to maintain FL 130 until reaching Linate NDB. At 1909 GMT, the pilot reported being close to Linate NDB at FL 130–135 in a severe thunderstorm. After 30 seconds, the pilot confirmed being over Linate NDB and was cleared to descend to the holding pattern down to 6,000 ft. At 1911 GMT, Approach control cleared the descent to continue to 2,000 ft, the minimum safe altitude over Linate NDB. ## Final Communications and Impact At 1917 GMT, the pilot, speaking in a slightly agitated manner and at times incomprehensibly, repeatedly stated uncertainty about the aircraft’s position relative to Linate NDB. The pilot reported being aligned with the Linate ILS but unable to establish an exact position relative to the radio beacon, which was subject to considerable interference from heavy electrical discharges. The pilot also stated that the ILS Outer Marker could not be heard. At 1919 GMT, the pilot confirmed position uncertainty and requested to maintain 4,000 ft for another holding pattern. The QFE was provided again, and at 1922 GMT the pilot reported descending to 2,000 ft, being inbound, and intending to call over the Outer Marker. After this clearance, no further communications were received, and repeated calls from Milan Approach Control went unanswered. The aircraft, aligned with the ILS localizer, struck the top of a hill at an altitude of 675 m, 35 NM from the threshold of runway 36, between 1923 and 1925 GMT. One crew member was killed and one was injured.