What happened
Between 2001 and 2004, several aviation incidents were investigated by the ANSV. On May 22, 2001, a Hughes H269C, registration I-GRAL, performing aerial spraying, experienced a perceived loss of engine power. The pilot attempted an emergency landing on sloped terrain, which caused the helicopter to overturn due to the uneven ground.
In June 2001, a Grob G103A glider, registration D-2891, was unable to reach its intended airfield due to insufficient altitude. The pilot attempted an off-field landing, but an undetected depression in the landing area caused the glider to fail to decelerate, eventually striking a hedge. Shortly after, a Cessna 305C, registration I-EIAG, experienced a rightward yaw during landing at Calcinate del Pesce, resulting in the wingtip striking the ground.
In 2002, a Diamond DA 20-C1, registration N970CT, diverted to Salerno Pontecagnano after the pilot noted fuel levels approaching zero. In April 2002, a significant separation event occurred near Milan Malpensa involving a Boeing MD-80 (I-DACR) and a Bombardier CRJ-100 (D-ACLJ). Both aircraft triggered TCAS Resolution Advisories (RA) after their separation fell below the required minimums during approach.
Other notable incidents included a Cessna 172N (I-SAAB) that flipped during a water landing at Lake Como, and an Alexander Schleicher ASK 21 (I-LVIG) that lost control during landing at Aosta due to excessive speed. In June 2004, a Reims/Cessna F172H (I-PONC) veered off the runway at Cremona after a passenger inadvertently applied the right brake pedal. Finally, a Schempp-Hirth Ventus 2c (D-2536) became stuck in trees near the Avisio River following an aerodynamic stall.
The investigation
The ANSV examined various factors including engine performance, flight planning, and pilot maneuvers. For the I-GRAL incident, the engine was disassembled and found to be free of anomalies. In the case of the I-DACR and D-ACLJ separation, investigators analyzed radar data and ATC communications, confirming that the controller's changes to the arrival sequence led to the loss of separation.
Findings
- The primary cause of the I-GRAL accident was the selection of an unsuitable landing area.
- The N970CT fuel emergency was attributed to inadequate flight planning regarding fuel consumption.
- The D-ACLJ and I-DACR separation event was caused by the ATC controller's inability to optimally manage changes made to the approach sequence.
- The D-2536 glider stall was triggered by an inadequate assessment of available landing areas along the flight path.