# NTSB DCA13CA008: Bombardier DHC-8-315, N800AW, Kabul, Afghanistan, October 17, 2012

- Type: NTSB accident investigation
- Classification: Accident · No injuries · Data collection · Final report
- Date: October 17, 2012, 06:49 local (06:49 UTC)
- Place: Kabul, Afghanistan
- Coordinates: 34.566665, 69.201385 (estimated)
- Nearby events: https://openairdocs.org/map.md?lat=34.5667&lon=69.2014&mi=10
- Phase of flight: [Landing](https://openairdocs.org/ntsb-phases/550) (OpenAirDocs' grouping)
- Defining event: [Landing-flare/touchdown: Hard landing](https://openairdocs.org/ntsb-events/092)
- Highest injury: No injuries
- Injuries: 7 uninjured
- Status: Completed, report April 3, 2013
- Report: Approved by Office Director
- NTSB office: Major Investigations Division
- NTSB case key (mKey): 85429
- NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=DCA13CA008
- NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/85429/pdf
- NTSB docket: https://data.ntsb.gov/Docket?ProjectID=85429
- Page: https://openairdocs.org/ntsb/DCA13CA008

## Probable cause

the captains ineffective management of the airplanes energy state during final approach and flare that resulted in a hard landing and tail strike at touchdown.

## Findings

NTSB's coded findings; those marked are part of the probable cause.

- [Performance/control parameters: landing flare](https://openairdocs.org/ntsb-findings/01062041): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [Bombardier DHC-8-315, 1 case](https://openairdocs.org/ntsb-findings/01062041/cases.md?model=1390043), [All aircraft, 1,285 cases](https://openairdocs.org/ntsb-findings/01062041/cases.md)
- [Use of equip/info: aircraft control](https://openairdocs.org/ntsb-findings/02063040): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Bombardier DHC-8-315, 1 case](https://openairdocs.org/ntsb-findings/02063040/cases.md?model=1390043), [All aircraft, 9,295 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md)

## Sequence of events

The events NTSB coded, in order, by phase of flight. The defining event best describes what happened.

- [Approach-VFR pattern final: Miscellaneous/other](https://openairdocs.org/ntsb-events/900); cases with it: [Bombardier DHC-8-315, 1 case](https://openairdocs.org/ntsb-events/900/sequence.md?model=1390043), [All aircraft, 1,556 cases](https://openairdocs.org/ntsb-events/900/sequence.md)
- [Landing-flare/touchdown: Hard landing](https://openairdocs.org/ntsb-events/092) (defining event); cases with it: [Bombardier DHC-8-315, 1 case](https://openairdocs.org/ntsb-events/092/sequence.md?model=1390043), [All aircraft, 2,102 cases](https://openairdocs.org/ntsb-events/092/sequence.md)
- [Landing-flare/touchdown: Tailstrike](https://openairdocs.org/ntsb-events/091); cases with it: [Bombardier DHC-8-315, 1 case](https://openairdocs.org/ntsb-events/091/sequence.md?model=1390043), [All aircraft, 124 cases](https://openairdocs.org/ntsb-events/091/sequence.md)

## Analysis

On October 17, 2012, about 1119 local time, 0649 Coordinated Universal Time (UTC), a Bombardier DHC-8-315, registration N800AW, operated by the United States Department of State, experienced a hard landing on runway 29 at Kabul International Airport (OAKB) Kabul, Afghanistan. There were no injuries to the three passengers or three crewmembers onboard and the aircraft was substantially damaged. Visual meteorological conditions prevailed at the time. The flight had originated from Tarin Kowt Airport (OATN), Tarin Kowt, Afghanistan According to the flight crew, the takeoff, climb and cruise were uneventful. The captain was the flying pilot. At 11:12 the flight was cleared for the approach and at 11:16 the flight crew selected flaps 35 and initiated a random steep approach in accordance with company task procedures as a result of the airport threat level. According to the flight crew statements, the airplane engine power was reduced to idle for the approach and was not increased prior to landing. Information obtained from Flight Data Recorder (FDR) indicated engine torque was at or near zero for the last 5 minutes of approach and landing. The aviation routine weather report at 0550 local time indicated wind from 120 degrees at 5 knots, 8000 meters visibility and temperature 17 degrees C. For the two minutes prior to landing, the wind was light and variable. A tactical meteorological observation system on the field reported the wind direction during the two minutes prior to landing as variable from 004 degrees to 137 degrees and the wind speed variable from 1 knot to 7.2 knots. Wind gust recorded during the time period varied from 050 degrees to 079 degrees at 7.0 to 7.2 knots. Based on FDR data the calculated rate of descent was about 2,000 feet per minute during approach, reducing to about 1,500 feet per minute just prior to landing. The airplane touched down with a nose up pitch attitude of approximately 8 degrees and a peak vertical acceleration of 2.7g. The airplane geometry information provided by the manufacturer indicated that aft fuselage contact will result from a pitch attitude over 11.9 degrees with an extended landing gear oleo strut, and a pitch attitude over 6.8 degrees with a compressed landing gear oleo strut. In order to avoid nuisance warnings resulting from the random steep approach (i.e. steep angle descent), the flight crew deactivated the ground proximity warning system (GPWS) for approach. As these alerts would be expected by the crew during this type of approach, it is unlikely the alerts would have prompted the crew to take corrective action. The airplane touched down and contacted the aft fuselage on the runway resulting in substantial damage (including buckled, cracked, and bent frames and stringers).

## Factual narrative

On October 17, 2012, about 1119 local time, 0649 Coordinated Universal Time (UTC), a Bombardier DHC-8-315, registration N800AW, operated by the United States Department of State, experienced a hard landing on runway 29 at Kabul International Airport (OAKB) Kabul, Afghanistan. There were no injuries to the three passengers or three crewmembers onboard and the aircraft was substantially damaged. Visual meteorological conditions prevailed at the time. The flight had originated from Tarin Kowt Airport (OATN), Tarin Kowt, Afghanistan According to the flight crew, the takeoff, climb and cruise were uneventful. The captain was the flying pilot. At 11:12 the flight was cleared for the approach and at 11:16 the flight crew selected flaps 35 and initiated a random steep approach in accordance with company task procedures as a result of the airport threat level. According to the flight crew statements, the airplane engine power was reduced to idle for the approach and was not increased prior to landing. Information obtained from Flight Data Recorder (FDR) indicated engine torque was at or near zero for the last 5 minutes of approach and landing. The aviation routine weather report at 0550 local time indicated wind from 120 degrees at 5 knots, 8000 meters visibility and temperature 17 degrees C. For the two minutes prior to landing, the wind was light and variable. A tactical meteorological observation system on the field reported the wind direction during the two minutes prior to landing as variable from 004 degrees to 137 degrees and the wind speed variable from 1 knot to 7.2 knots. Wind gust recorded during the time period varied from 050 degrees to 079 degrees at 7.0 to 7.2 knots. Based on FDR data the calculated rate of descent was about 2,000 feet per minute during approach, reducing to about 1,500 feet per minute just prior to landing. The airplane touched down with a nose up pitch attitude of approximately 8 degrees and a peak vertical acceleration of 2.7g. The airplane geometry information provided by the manufacturer indicated that aft fuselage contact will result from a pitch attitude over 11.9 degrees with an extended landing gear oleo strut, and a pitch attitude over 6.8 degrees with a compressed landing gear oleo strut. In order to avoid nuisance warnings resulting from the random steep approach (i.e. steep angle descent), the flight crew deactivated the ground proximity warning system (GPWS) for approach. As these alerts would be expected by the crew during this type of approach, it is unlikely the alerts would have prompted the crew to take corrective action. The airplane touched down and contacted the aft fuselage on the runway resulting in substantial damage (including buckled, cracked, and bent frames and stringers).

## Aircraft

- Registration: [N800AW](https://openairdocs.org/aircraft/N800AW), registered now, S/N 573 (OpenAirDocs)
- Reported make and model: BOMBARDIER INC DHC-8-315
- Registry model: [Bombardier DHC-8-315](https://openairdocs.org/model/bombardier-dhc-8-315) (registry code 1390043) (OpenAirDocs)
- Category: Airplane
- Serial number: 573
- Airframe hours: 18533
- Engines: Pratt and Whitney PW123E 2380 horsepower turbo prop; Pratt and Whitney PW123E 2380 horsepower turbo prop
- Damage: Substantial damage
- Flight: Public aircraft - federal, Public use
- Operator: US Department Of State
- Registered owner: US Department Of State
- Airworthiness certificate: Standard, Normal
- Last inspection: Continuous airworthiness, September 22, 2012
- Departed: OATN, Tarin
- Destination: OAKB, Kabul
- Flight plan: VFR
- Airport: OAKB, Kabul International Airport, runway 29, 11,483 × 148 ft, asphalt

## Flight crew

As NTSB recorded them. NTSB leaves out names.

- Pilot; age 45; injuries: none; commercial, airline transport; airplane ratings: single-engine land, multi-engine land, single-engine sea; instrument ratings: airplane; medical: class 2, without waivers/limitations; last flight review June 16, 2012; seat: left; flight hours: 10,545 total, 855 in this make and model, 10,103 as pilot in command, 95 in the last 90 days, 18 in the last 30 days, 7 in the last 24 hours
- Co-pilot; age 47; injuries: none; airline transport; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 2, with waivers/limitations; last flight review May 22, 2012; seat: right; flight hours: 15,730 total, 8,333 in this make and model, 142 in the last 90 days, 92 in the last 30 days, 7 in the last 24 hours

## Weather

- Conditions: Visual (VMC), Day
- Wind: 160° at 2 knots, gusting 4
- Visibility: 10 statute miles
- Temperature: 66 °F, dew point 36 °F
- Altimeter: 30.27 inHg
- Observed at: OAKB

## Docket (8 files)

The files NTSB released with the investigation on April 3, 2013, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=85429. 4.5 MB in all.

- Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 1.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40381325&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF
- Crew Statements (item 2, .PDF, 129 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40381331&FileExtension=.PDF&FileName=Crew%20Statements-Redacted.PDF
- Weather Reports and Records (item 3, .PDF, 615 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40381332&FileExtension=.PDF&FileName=Weather%20Reports%20and%20Records-Master.PDF
- Weather Reports and Records - Wind Data (item 4, .PDF, 470 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40384060&FileExtension=.PDF&FileName=Weather%20Reports%20and%20Records%20-%20Wind%20Data-Master.PDF
- Flight Data Recorder 10 - Specialist's Factual Report (item 5, .PDF, 503 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40383926&FileExtension=.PDF&FileName=Flight%20Data%20Recorder%2010%20-%20Specialist%27s%20Factual%20Report-Master.PDF
- Flight Data Recorder 10 - Attachment 1 - Tabular Data (CSV) (item 6, .CSV, 1.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40383927&FileExtension=.csv&FileName=Flight%20Data%20Recorder%2010%20-%20Attachment%201%20-%20Tabular%20Data%20(CSV)-Master.csv
- Flight Manual - Landing Procedures (item 7, .PDF, 47 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40384070&FileExtension=.PDF&FileName=Flight%20Manual%20-%20Landing%20Procedures-Master.PDF
- Cockpit Voice Recorder 12 - Specialist's Factual Report (item 8, .PDF, 103 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40390000&FileExtension=.PDF&FileName=Cockpit%20Voice%20Recorder%2012%20-%20Specialist%27s%20Factual%20Report-Master.PDF

From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model.

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