What happened
On 3 October 2010, a Boeing 767-324, registration G-OOBK, was performing a commercial passenger flight from Glasgow to Bristol via Cancun. During the approach to Bristol Airport, the flight crew encountered challenging weather conditions, including rain, mist, and turbulence. The commander noted a significant crosswind component and prepared for a heavy landing.
Upon touchdown on Runway 09, the aircraft experienced a heavy landing with a peak normal acceleration of 2.05g. Immediately following the main gear contact, a momentary longitudinal deceleration occurred, and the crew members were thrown forward in their seats. This physical movement caused the commander to inadvertently move the control column into a nose-down position. Consequently, the aircraft underwent a rapid de-rotation, with the nose gear striking the runway. This sequence resulted in significant structural damage to the fuselage crown skins, including cracked and deformed stringers and frames.
The investigation
Investigators examined the aircraft's flight data recorder and the physical damage to the airframe. The investigation established that the aircraft's nose gear contact was the result of a rapid pitch change following the initial touchdown. The investigation also reviewed the operator's flight data monitoring (FDM) programme, which had identified a high rate of hard landings on Runway 09 at Bristol, though the analysis had been conducted by airport rather than by specific runway.
Furthermore, the investigation looked into the loss of Cockpit Voice Recorder (CVR) data. Because the aircraft's electrical power was not immediately removed after the crew reported the hard landing, the CVR continued to operate and eventually overwrote the audio from the accident.
Findings
- The primary cause of the structural damage was the rapid de-rotation of the aircraft following a heavy landing on the main gear.
- The runway profile and the presence of rain and mist likely hindered the commander's ability to maintain an ideal visual sighting point for the flare.
- The crew's failure to lock the shoulder harness inertia reels likely contributed to the physical force that moved the control column.
- The operator's FDM analysis had not specifically highlighted the high frequency of hard landings on the specific runway (Runway 09).
- Essential manufacturer training material regarding the prevention of hard nose-gear touchdowns had not been integrated into the crew's active training curriculum.