Incident Boeing 737-85P EC-HJQ,
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ASN Wikibase Occurrence # 46132
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Date:Friday 31 October 2008
Type:Silhouette image of generic B738 model; specific model in this crash may look slightly different    
Boeing 737-85P
Owner/operator:Air Europa
Registration: EC-HJQ
MSN: 28387/522
Year of manufacture:2000
Fatalities:Fatalities: 0 / Occupants: 80
Aircraft damage: Minor
Location:Lanzarote Airport, Canary Islands -   Spain
Phase: Landing
Nature:Passenger - Scheduled
Departure airport:GLA
Destination airport:ACE
Investigating agency: CIAIAC
Confidence Rating: Accident investigation report completed and information captured
Air Europa flight AEA-196 operated by Palma based Air Europa and chartered by the UK based Thomas Cook holiday company to fly Glasgow - Lanzarote, Canary Islands.
The first officer was pilot flying. He positioned the airplane for an ILS approach to runway 03. At FL210, they were transferred to the Canaries Approach frequency. The FO changed frequency and, at the captain's request, asked about the possibility of using runway 21. About two minutes later they were cleared to proceed to the fix at mile 11 on the runway 21 final at Lanzarote. At that time they were at an altitude of 14,600 ft and 30.5 nautical miles (NM) away from the runway 21 threshold.
The FO then started to reprogram the FMC, but had difficulty finding the point to which they had been routed, which resulted in a delay of almost two minutes. In the meantime, the captain prompted him to descend more, though at no time did he himself manipulate any of the airplane's controls.
They were 21 NM from the runway 21 threshold and had an indicated airspeed (IAS) of 315 kt when they reached the altitude of 10,000 ft. During the last 1,000 ft, the enhanced ground proximity warning system (EGPWS) was repeatedly issuing "SINK RATE", "PULL UP" and "TOO LOW TERRAIN" warnings.
They flew over the runway 21 threshold at a radioaltitude (RA) of approximately 180 ft, with an IAS of 175 kt (Vref+41) and the flaps deployed to an intermediate position of 25°, as a result of the "flap load relief" mechanism.
As the captain stated later, he realized that the landing was going to be long and that the runway was wet. That is why he decided to increase the selected thrust on the autobrake system from the number 2 position that was initially set to the maximum (MAX) position.
After a prolonged flare, the airplane touched the runway at about its halfway point, some 1,300 m from the 21 threshold and at a speed of 157 kt (Vref+23).
The autobrake was disengaged five seconds after touchdown. Maximum manual braking was applied from that point on.
The reversers were not engaged until 13 seconds after touchdown, and the engines were unable to reach sufficient rpm's until the airplane had practically come to a full stop.
The airplane ran off the end of the runway at a ground speed (GS) of 51 kt and traveled over the 60 m of the stopway, before stopping approximately one meter away from the 03 threshold jet blast barrier, alongside the airport's perimeter fence.

The cause of the incident was a high-energy unstabilized approach followed by a landing with excessive speed, 1300 m past the threshold, with a wet runway. In addition, neither the autobrake nor the reversers was used efficiently.
A contributing factor to the incident was a combination of deficiencies involving several aspects of CRM (Crew Resource Management).

Accident investigation:
Investigating agency: CIAIAC
Report number: IN-041/2008
Status: Investigation completed
Download report: Final report


Revision history:

31-Oct-2008 11:03 brightspark Added
01-Nov-2008 06:45 Airflyer Updated
01-Nov-2008 09:19 clearbeer Updated
02-Nov-2008 12:22 harro Updated
27-Jan-2009 11:23 harro Updated
14-Feb-2012 13:21 harro Updated [Source, Narrative]
17-Feb-2012 12:35 Anon. Updated [Narrative]
17-Feb-2012 13:09 harro Updated [Location, Narrative]
11-Mar-2018 11:11 harro Updated [Narrative]

Corrections or additions? ... Edit this accident description

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