Descripción:
Iberia flight 6463, performed by an Airbus A340-600, was a regular service from Madrid, Spain to Quito and Guayaquil in Ecuador. The crew contacted Quito Approach at 16:50 and received descent instructions in preparation for an instrument approach no. 4 (VOR QIT DME/ILS) for runway 35. During the descent the crew were notified that preceding flights had reported braking action medium to poor. The flight crew selected auto braking to 'High'.
At 17:05, the crew reported the runway in sight, after which the controller stated that the wind was 170° with 04 knots, the runway was wet and reported braking action was poor. The flight was cleared to land.
The pilot in command, following the procedures established by Iberia, decided to leave the ILS glide path and captured the path of the PAPI lights. The aircraft touched down 200 m past the threshold at a 3.09g side load.
The spoilers deployed automatically and main gear tyres 3 and 8 blew. The flap lever was moved involuntarily by the copilot, from the full position to position 2.
The crew applied full manual braking and select reverse thrust. The Auto Brake function failed, after which the crew disconnected the antiskid braking system and continued to apply manual braking.
The aircraft passed the end of runway 35, with a ground speed of 90 knots, hit the ILS localizer and stopped 232 meters further. Passengers and crew were evacuated using the slide at door 2R, thirty minutes after the aircraft stopped.
The aircraft was recovered, but it was considered too difficult to repair the aircraft at Quito. It was broken up in May 2008.
CAUSA PROBABLE
La Junta Investigadora estima que la causa probable de este suceso fue la decisión de la tripulación de iniciar y realizar la aproximación al aeropuerto de Quito, con los datos conocidos del estado de la pista, condiciones meteorológicas, y peso del avión y de no frustrar la aproximación, forzando la captura de la senda del PAPI más allá de los parámetros de estabilización.
Aspectos que determinaron que se realice un aterrizaje violento que dañó partes importantes de la aeronave que imposibilitaron detenerla en la pista.
FACTORES CONTRIBUYENTES:
Contribuyeron a su ocurrencia los siguientes hechos:
- A la fecha del suceso, la tripulación no contaba con regulaciones y procedimientos operacionales específicos (el briefing del operador para el aeropuerto de Quito, no era adecuado a sus condiciones reales).
- El hecho de que la tripulación, que aún teniendo experiencia en Quito y aeropuertos similares, no había experimentado situaciones meteorológicas parecidas, circunstancia que le hubiese permitido elaborar una estrategia de aproximación compatible con las condiciones de esta operación; en particular en lo referente a:
- cálculos en vuelo de longitud de pista para aterrizar
- altitud mínima para iniciar la maniobra de cambio de senda del ILS al PAPI
- La realización de un briefing poco detallado que permitió desvíos no deseados en la aproximación.
- Las condiciones meteorológicas existentes en el momento del aterrizaje (visibilidad, viento de cola y lluvia moderada).
» Iberia Press release 10-11-2007
accident date: 09-11-2007
type: Airbus A340-642
registration: EC-JOH
| Estado: | Accident investigation report completed and information captured |
| Fecha: | viernes 9 noviembre 2007 |
| Hora: | 17:06 |
| Tipo: |  Airbus A340-642 |
| Operador: | Iberia |
| Registración: | EC-JOH |
| Numéro de série: | 731 |
| Año de Construcción: | 2006 |
| Horas Totales de la Célula: | 8704 |
| Ciclos: | 965 |
| Motores: | 4 Rolls-Royce Trent 556A2-61 |
| Tripulación: | Fatalidades: 0 / Ocupantes: 14 |
| Pasajeros: | Fatalidades: 0 / Ocupantes: 345 |
| Total: | Fatalidades: 0 / Ocupantes: 359 |
| Daños en la Aeronave: | Considerable |
| Consecuencias: | Written off (damaged beyond repair) |
| Ubicación: | Quito-Mariscal Sucre Airport (UIO) ( Ecuador)
|
| Fase: | Aterrizaje (LDG) |
| Naturaleza: | Vuelo Internacional Programado |
| Aeropuerto de Salida: | Madrid-Barajas Airport (MAD/LEMD), España |
| Quito-Mariscal Sucre Airport (UIO/SEQU), Ecuador | |
| Número de Vuelo: | IB6463 |
Iberia flight 6463, performed by an Airbus A340-600, was a regular service from Madrid, Spain to Quito and Guayaquil in Ecuador. The crew contacted Quito Approach at 16:50 and received descent instructions in preparation for an instrument approach no. 4 (VOR QIT DME/ILS) for runway 35. During the descent the crew were notified that preceding flights had reported braking action medium to poor. The flight crew selected auto braking to 'High'.
At 17:05, the crew reported the runway in sight, after which the controller stated that the wind was 170° with 04 knots, the runway was wet and reported braking action was poor. The flight was cleared to land.
The pilot in command, following the procedures established by Iberia, decided to leave the ILS glide path and captured the path of the PAPI lights. The aircraft touched down 200 m past the threshold at a 3.09g side load.
The spoilers deployed automatically and main gear tyres 3 and 8 blew. The flap lever was moved involuntarily by the copilot, from the full position to position 2.
The crew applied full manual braking and select reverse thrust. The Auto Brake function failed, after which the crew disconnected the antiskid braking system and continued to apply manual braking.
The aircraft passed the end of runway 35, with a ground speed of 90 knots, hit the ILS localizer and stopped 232 meters further. Passengers and crew were evacuated using the slide at door 2R, thirty minutes after the aircraft stopped.
The aircraft was recovered, but it was considered too difficult to repair the aircraft at Quito. It was broken up in May 2008.
Probable Cause:
CAUSA PROBABLE
La Junta Investigadora estima que la causa probable de este suceso fue la decisión de la tripulación de iniciar y realizar la aproximación al aeropuerto de Quito, con los datos conocidos del estado de la pista, condiciones meteorológicas, y peso del avión y de no frustrar la aproximación, forzando la captura de la senda del PAPI más allá de los parámetros de estabilización.
Aspectos que determinaron que se realice un aterrizaje violento que dañó partes importantes de la aeronave que imposibilitaron detenerla en la pista.
FACTORES CONTRIBUYENTES:
Contribuyeron a su ocurrencia los siguientes hechos:
- A la fecha del suceso, la tripulación no contaba con regulaciones y procedimientos operacionales específicos (el briefing del operador para el aeropuerto de Quito, no era adecuado a sus condiciones reales).
- El hecho de que la tripulación, que aún teniendo experiencia en Quito y aeropuertos similares, no había experimentado situaciones meteorológicas parecidas, circunstancia que le hubiese permitido elaborar una estrategia de aproximación compatible con las condiciones de esta operación; en particular en lo referente a:
- cálculos en vuelo de longitud de pista para aterrizar
- altitud mínima para iniciar la maniobra de cambio de senda del ILS al PAPI
- La realización de un briefing poco detallado que permitió desvíos no deseados en la aproximación.
- Las condiciones meteorológicas existentes en el momento del aterrizaje (visibilidad, viento de cola y lluvia moderada).
Accident investigation:
 |
|
Fuentes:
» El Comercio» Iberia Press release 10-11-2007
Fotos
accident date: 09-11-2007
type: Airbus A340-642
registration: EC-JOH
Map
This map shows the airport of departure and the intended destination of the flight. The line between the airports does not display the exact flight path.
Distance from Madrid-Barajas Airport to Quito-Mariscal Sucre Airport as the crow flies is 8689 km (5431 miles).
Accident location: Approximate; accuracy within a few kilometers.
Distance from Madrid-Barajas Airport to Quito-Mariscal Sucre Airport as the crow flies is 8689 km (5431 miles).
Accident location: Approximate; accuracy within a few kilometers.
This information is not presented as the Flight Safety Foundation or the Aviation Safety Network’s opinion as to the cause of the accident. It is preliminary and is based on the facts as they are known at this time.
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Airbus A340
Ecuador- 47th worst accident (a la hora)
- 50th worst accident (actualmente)
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