The Airbus A320 Family Incident List provides an overview of the fatal incidents involving Airbus A320 Family aircraft, a written-off aircraft, or global media coverage.
On 26 June 1988, a crashed A320-111 of Air France ( air vehicle registration number F-GFKC ) on the Air France Flight 296 on the Mulhouse-Habsheim Airport at a flying display off after them in shallow flight path slightly Staff nose in the trees of a forest behind the runway. Of the 136 people on board, three died. This crash was initially attributed to a computer error, which led to criticism of the fly-by-wire system. According to the official investigations, however, the guilt lay with the pilots, who are said to have caused the crash through a series of mistakes, and three other responsible persons, all of whom were found guilty of negligent homicide. The pilots had switched off the automatic flight control system during the flight, ignored warnings about low altitude and the speed was too low. The pilots, however, blamed these problems on the fly-by-wire system - they had not been kept up to date via the Operational Engineering Bulletins (OEB), which, among other things, concerned behavior in such flight situations. However, a controversy remains about this official cause, as the flight recorder was manipulated. Had the fly-by-wire system actually caused the accident, it could have been a problem for further sales of the series. This crash is noteworthy because it occurred during a sightseeing flight in front of running television cameras.
1990-1999
On 14 February 1990, the captain of an activated from Bombay upcoming A320-231 of Indian Airlines (VT-EPN) through a mix of controls on landing on the HAL Bangalore International Airport accidentally idle Sinkmodus the autopilot. Instead of entering a more moderate rate of descent of 700 ft (213 m ) per minute, he entered that the machine should descend to an altitude of 700 ft (213 m). Since the threshold height of the runway at HAL Bangalore International Airport is 2,912 ft (888 m), the automatic control system had no command to independently cancel the descent over the site. The autopilot let the machine sink into the terrain before the runway, on the grounds of a golf course. Shortly before touchdown, the pilot became aware of the dangerous situation, gave full thrust, but could no longer avert the impending collision with the ground. The Airbus hit about 850 meters from the runway threshold, skidded over the area and went up in flames. Of the 146 people on board, 92 died (see also Indian Airlines flight 605 ) .
On 20 January 1992 at 19:20 a hit from the Lyon-Satolas coming A320-111 with the air vehicle registration number F-GGED the landing approach to the airport Strasbourg south of Mont Saint-Odile on the neighboring mountain "La Bloss" (height 826 meters) on . 87 of the 96 occupants were killed in the accident. The pilots used the A320's computer system, which was still quite new at the time, incorrectly and mixed up the mode when programming the autopilot. Entering the number "33" - for the correct glide angle ("-3.3 degrees") when programming the autopilot in TRK / FPA (track / flight path angle) mode - was therefore carried out by the computer in the HDG / V / actually set. S (heading / vertical speed) mode incorrectly interpreted as a rate of descent ( "−3,300 feet per minute" ). In both modes, the display showed the digits “33” in large, which were only separated by a tiny point for the glide angle mode. But normal would only have been around 800 feet per minute. It was generally assumed that the new cockpit of the A320 and poor training of the pilots contributed significantly to this accident. In addition, the aircraft did not have a Ground Proximity Warning System and the Vosges mountains were covered by high fog at the time of the accident. In the criminal trial before the tribunal correctionnel in Colmar in 2006, six people were charged - employees of the airline, the flight safety authority and Airbus - all of whom were acquitted on November 7, 2006. There was also criticism of the long delays in the rescue measures by the French military, which only found the crash site after four and a half hours following information from civilians. It is assumed that if the rescue workers had arrived earlier, more passengers would have survived, while they died of hypothermia in freezing temperatures (−2 to −10 ° C). The final report of the investigative commission expressly criticized the cockpit design and led to improvements (the glide angle is displayed with two digits and the rate of descent with four digits). The VOR antenna, which could lead to incorrect displays in the cockpit, has also been changed (see also Air-Inter flight 148 ) .
D-AIPN crashed in Warsaw
On September 14, 1993, an accident A320-211 of Lufthansa (D-AIPN) in Warsaw . The plane touched down with all wheels relatively late due to wind shear . Because of a 3 cm thick layer of water, the aircraft got into aquaplaning and the sensors on the main landing gear did not report sufficient and even contact with the ground. Braking aids and reverse thrust could only be used when all landing gears touched the ground, which is why the pilot only had about 1,300 meters to brake, which was not enough because of the wetness. The aircraft thus shot past the end of the runway at a remaining speed of 72 knots and only came to a stop behind an earth wall. The plane caught fire. The training captain was killed in the cockpit as a result of the impact, and one passenger died of smoke inhalation. The members of the cabin crew, 63 passengers and the other flight captain survived the accident. The findings from this accident led to a change in the software for ground contact detection (see also Lufthansa flight 2904 ) .
On March 22, 1998 came A320-200 of Philippine Airlines in Bacolod City Domestic Airport (Philippines) from the runway, and broke through several houses an adjacent settlement after the defective reverse thrust of the engine 1 in the Climb position was left and the machine came off the runway to the right because of the asymmetrical thrust. There were only injuries on the plane, but three people died in the settlement (see also Philippine Airlines flight 137 ) .
2000-2009
On August 23, 2000 was A320-200 of Gulf Air at a night go-around at Bahrain airport controlled by the spatially disoriented crew into the shallow sea ( CFIT ). All 143 occupants, 135 passengers and eight crew members were killed (see also Gulf Air flight 072 ) .
On February 7, 2001, a crashed Airbus A320-200 of Iberia (EC-HKJ) with 143 passengers during landing at the airport Bilbao . During the final approach, the aircraft got into severe turbulence and heavy winds, so that the pilots wanted to initiate a go-around maneuver. However, due to a concatenation of the various circumstances and a design error, the angle of attack protection system was activated. This prevented the pilots from pulling the machine up so that it crashed onto the runway at a rate of 6 m / s (1200 feet per minute), causing the nose landing gear to collapse and irreparable damage to the seven-month-old machine.
On January 19, 2003, a mechanic rolled an Airbus A319 operated by Northwest Airlines (N313NB) at New York-LaGuardia Airport with far too much thrust over the apron. As a result, he rammed a Boeing 757 -251 of this (N550NW) and the concrete base of a passenger boarding bridge at such a speed that the Airbus was a total write-off . A crack measuring 2 m × 0.60 m was created on the fuselage of the Boeing 757. People were not harmed.
JetBlue A320 landing with transverse nose wheel
On September 21, 2005, an incident occurred on the JetBlue flight 292 at Los Angeles Airport , which attracted a great deal of attention as the landing was broadcast live on television. Due to a fatigue fracture in the control system of the nose wheel, it turned 90 degrees after lift-off and could no longer be correctly aligned or retracted. The pilots therefore decided to abort the flight and return to the starting airport in Los Angeles. Since the A320 does not have a facility for quick draining of fuel , the machine first had to orbit the Pacific for several hours to burn fuel and reduce weight. On landing, the rim of the transverse nose wheel was ground down to the hub; however, the aircraft always remained under control and kept moving in a straight line. The passengers were able to exit via the normal stairs, nobody was injured. It was one of at least seven similar accidents with a transverse nose wheel.
On 3 May 2006 at 02:15 local time crashed a A320 of Armavia on the Armavia Flight 967 from Yerevan Coming on the approach to the airport of Sochi into the Black Sea. All 113 people on board were killed. The many speculations about the cause of the crash ranged from the prevailing bad weather conditions to a malfunction of the hydraulic system . After evaluating the flight recorder , it was announced on July 25, 2006 that “inadequate actions by the aircraft commander” had led to the crash and that there were no technical problems whatsoever (see also Armavia flight 967 ) .
Rudder of the A320-200 of TAM Linhas Aéreas flight 3054
On July 17, 2007, an A320-200 operated by the Brazilian airline TAM slid over the wet runway on TAM Linhas Aéreas flight 3054 when landing at São Paulo-Congonhas Airport and collided with an adjacent petrol station and freight terminal. The aircraft with 186 people on board and the affected buildings immediately went up in flames, 199 people were killed. This accident is considered to be the worst aviation accident in the history of Brazil. The main reasons were the known slippery, not very long runway and, according to the investigation report, the previously defective thrust reverser of an engine and the fact that the thrust reverser lever was not operated on this engine. The latter had the effect - due to the design of the A320 - that neither the spoilers nor the wheel brakes could be activated and the engine continued to generate forward thrust.
On May 30, 2008, an A320-200 on TACA Flight 390 overshot the wet runway at Tegucigalpa Airport , crashed down an airport embankment, and hit a road. 3 people on board and 2 on the ground died.
On November 27, 2008, an A320-232 crashed on a two-hour acceptance flight on XL Airways Germany flight 888T before it was returned by German XL Airways to the lessor Air New Zealand off Saint-Cyprien Plage near Perpignan in the Mediterranean Sea. All seven people on board, two XL Airways pilots and five Air New Zealand pilots and engineers, were killed. The investigation revealed that while cleaning the aircraft three days before the flight, water had got into the angle of attack measuring probes, which then froze during the flight and blocked the probes. Therefore, the angle of attack safety system failed during the slow flight test, so that the aircraft stalled. Several reasons led to the fact that the pilots could not catch the following dive in time. A central factor in the accident was that the pilots were airline pilots without test flight training, but carried out a test program that had been put together for test pilots. They therefore made several mistakes which, taken together, caused the blocked probes to crash.
On 28 July 2010, a bounced A321-200 Pakistan's Airblue on the Airblue Flight 202 on the approach to the airport, near the Islamabad lying Margalla Hills . There were 152 people on board, none of whom survived. At the time of the accident, visibility was poor due to the monsoons . With the A321, this was the first personal injury incident. The cause was the captain flying a "self-made" approach procedure below the minimum height. He did not react to information from the First Officer or to a total of 21 warnings from the EGPWS ground warning device .
On September 24, 2010 an A319 from Rome-Fiumicino of the Italian low-cost airline Wind Jet (EI-EDM) crashed while landing at Palermo-Punta Raisi Airport . During the approach at around 8 p.m. there was heavy rainfall and wind shearings were also reported. The machine touched down 367 meters from runway 07 and continued to slide 850 meters. The main landing gear of the Airbus buckled. Of the total of 129 people on board, 34 passengers and 1 flight attendant suffered minor injuries during the subsequent evacuation of the aircraft. On November 28, 2014, the Italian air accident authority ANSV finally published its final investigation report and named pilot errors as the main cause of the accident: The report found numerous violations of guidelines; The flight captain waived the mandatory landing briefing, insulted the inexperienced copilot who initially piloted the aircraft and gave him insufficient support during the approach until he took control himself. The report also criticizes the fact that the airport staff only triggered the alarm with a delay and that the first rescue vehicles did not arrive at the aircraft until 22 minutes after the accident. At this point, the passengers had already escaped on foot to the nearby airport building.
On a flight on November 5, 2014, came on the line Flight LH 1829 the Lufthansa from Bilbao to Munich because of icy sensors to problems. The autopilot of the A321-200 (registration number D-AIDP) initiated a steep descent 15 minutes after take-off from Bilbao . The rate of descent was 20.3 m / s (4000 feet per minute). The machine sank from 31,000 feet to 27,000 feet. The background to this was the icy angle of attack sensors made by the American company UTC Aerospace Systems . According to an interim report by the BFU , the values supplied by two of the three redundant angle of attack sensors froze within about a minute at almost the same values. If one of the three sensors deviates too far from the mean value of all three, it will no longer be taken into account by the flight computers (2-out-of-3 selection). In this case, the computer discarded the unfrozen sensor signal and, because of the incorrect values used, limited the angle of attack of the aircraft to too low a value. The crew was able to interrupt the connection to the iced up sensors after consulting the technical department. The European air traffic control authority EASA wrote an emergency safety warning for the series A320, A330 and A340; According to Airbus representatives, around 3,000 aircraft are affected. A warning of icing-up angle of attack sensors on aircraft of the A320, A330 and A340 series was issued by the EASA in December 2012; at that time around 700 aircraft were considered affected.
On December 28, 2014 disappeared A320-216 of Indonesia AirAsia on the flight QZ8501 from Surabaya to Singapore from radar screens. Previously, an application was made to Indonesian air traffic control to climb to 38,000 feet due to a thunderstorm front, but this was rejected. Two days later, the Indonesian government confirmed that the plane had crashed in Karimata Strait (Java Sea). None of the 155 passengers and 7 crew members survived the accident. In December 2015, the Indonesian Authority for Transport Safety published a report that blamed the failure of a computer system for controlling the rudder and the subsequent measures taken by the crew for the fact that the machine could no longer be controlled and thus crashed.
On March 24, 2015, an A320-211 of the Lufthansa subsidiary Germanwings flew head-on into a mountain on Germanwings flight 9525 with 144 passengers and 6 crew members over the foothills of the Alps near the town of Barcelonnette in southern France . The final report of the French authority BEA states that the plane was deliberately crashed by copilot Andreas Lubitz with suicidal intent. There were no survivors. The machine was on its way from Barcelona to Düsseldorf .
On March 29, 2015 accident A320-211 of Air Canada with the registration C-FTJP their flight 624 during landing at Halifax . In heavy snowstorms, the machine touched down about 335 meters in front of the runway, cut signal and power lines and came to rest on the runway, severely damaged. In the accident, the landing gear, the nose and an engine of the machine were torn off. There were 138 people on board the machine, 23 of whom were slightly injured.
On April 14, 2015, an Airbus A320-232 (HL7762) launched at Incheon Airport touched down on Asiana Airlines Flight 166 a good 300 meters from the start of the runway at Hiroshima Airport , then turned 180 ° on the runway and stayed next to it lie. 22 passengers were injured; the plane was a total write-off .
On April 25, 2015, an Airbus A320 operated by the Turkish airline Turkish Airlines (TC-JPE) was irreparably damaged in a failed landing and subsequent emergency landing at Istanbul Ataturk Airport . During the first approach to runway 05 at Ataturk Airport, the Airbus rolled around its longitudinal axis to the right and landed hard, with the engine and wing making contact with the ground and the crew breaking off the attempt to land. During the subsequent emergency landing on runway 35L, the right main landing gear, which had been damaged in the unsuccessful landing attempt, collapsed and the aircraft coming from Milan came to a standstill off the runway against the landing direction. All 97 passengers survived the crash landing.
On October 31, 2015, an Airbus A321-231 of the Russian airline Kogalymavia on flight 9268 crashed about 20 minutes after take-off from Sharm el Sheikh airport with 217 passengers and 7 crew members in the Egyptian Sinai Peninsula for an as yet unknown cause. All 224 inmates were killed. The terrorist group " Islamic State " (IS) claims to be responsible for the crash. The investigators also assume that a bomb caused the crash. In January 2016, an Egypt Air technician was arrested who was suspected of having smuggled the bomb on board the plane together with two police officers and a baggage handler. It is the worst accident ever to have occurred to an A320 Family aircraft.
On February 2, 2016, shortly after take-off from Mogadishu, an explosion occurred on board an Airbus A321-111 with the registration number SX-BHS on Daallo Airlines flight 159 , which tore a hole in the fuselage. The machine then made an emergency landing in Mogadishu . A total of two of the 74 passengers were injured, one passenger was sucked out of the fuselage in the explosion and died. Somali investigators assume that the dead passenger was able to smuggle a bomb on board with his wheelchair, which, however, did not cause any serious damage when it detonated at low altitude.
On May 19, 2016, an A320-232 with the registration number SU-GCC crashed on Egypt Air flight 804 around 290 kilometers north of the port city of Alexandria in the eastern Mediterranean. He was on his way from Paris to Cairo . The aircraft disappeared from radar detection only shortly after it reached Egyptian airspace. There were 56 passengers, seven crew members and three security guards on board the aircraft. A fire in the vicinity of the cockpit is suspected to be the cause of the crash, but a final report is not yet available (as of July 2019).
On January 15, 2018, an A319 of the Libyan Afriqiyah Airways (5A-ONC) was damaged by artillery shells in the upper fuselage area during combat operations at Mitiga International Airport near Tripoli, resulting in a total write-off. People were not harmed.
On February 28, 2018, an Airbus A320-214 operated by the Estonian SmartLynx Airlines Estonia ( aircraft registration ES-SAN ) suffered a failure of both engines and an extensive failure of the flight control on a training flight at Tallinn Airport ( Estonia ). In the case of a touch-and-go , the aircraft no longer responded to control commands, but took off anyway, only to hit the runway hard 200 meters before the end. Both engines were badly damaged; the machine rose again steeply and after a complete failure of the pitch control of all flight control computers (SEC and ELAC) could only be controlled by trimming the horizontal stabilizer. Engine 2 (right) began to burn. The aircraft climbed uncontrollably to an altitude of 480 meters (1590 feet) and then went into a dive, which could only be trimmed at 180 meters (596 feet) height. After reaching an altitude of 400 meters (1300 feet), the right engine failed completely, 20 seconds later the left engine also failed, followed by the normal power supply. Nevertheless, the pilots managed to crash-land in the snow to the left of the runway. All seven crew members, the only occupants, survived. The aircraft was damaged beyond repair. The main causes identified were a "weakness" in part of the flight control programming and another serious error in the logic of the SECs (Spoiler Elevator Computer).
On May 22, 2020, an Airbus A320-200 operated by Pakistan International Airlines (AP-BLD) had an accident shortly before landing in Karachi. According to previous knowledge, the aircraft touched down on the runway on the first attempt to land with the landing gear retracted, damaging the engines. Both engines failed during a traffic lap. Eyewitness recordings show that the Ram Air turbine was extended and the engines had grinding marks on the underside. Shortly afterwards, the Airbus crashed with its nose up into a densely populated residential area southeast of the airport. 89 of the 91 passengers and all eight crew members were killed in the crash. One person died on the ground and seven were injured. The crash was recorded by at least two surveillance cameras (see also Pakistan International Airlines Flight 8303 ) .
↑ Report of the investigative commission ( memento of the original dated September 23, 2015 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. , Sections 116.22, 45.3, French: ("L'analysis a mis en lumière un certain nombre d'imperfections dans les dispositifs de recherches préétablis ...") and 45.4 ("... certaines améliorations du dispositif de secours devraient être étudiées")@1@ 2Template: Webachiv / IABot / www.bea-fr.org
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