Created Sunday, Nov 28th 2021 07:08Z, last updated Sunday, Nov 28th 2021 07:08Z
A Singapore Airlines Cargo Boeing 747-400, registration 9V-SFO performing freight flight SQ-7292 from Singapore (Singapore) to Sydney,NS (Australia), was on final approach to Sydney's runway 34L when the aircraft went around from very low height. The #1 engine pod (PW4056, outboard left hand) struck the ground during the go around. The aircraft climbed out to safety at 3000 feet, positioned for another approach and landed safely on Sydney's runway 34L about 16 minutes later.
The ATSB reported on Dec 3rd 2019 that a short investigation was opened into the occurrence rated a serious incident. The ATSB stated: "During the missed approach procedure, the no. 1 engine pod struck the ground."
On Nov 26th 2021 the ATSB reported that the investigation has been discontinued without a final report. The ATSB annotated:
The flight crew were conducting an approach to runway 34L at night. The automatic terminal information service (ATIS) stated the wind was 040° at 15 kt (crosswind of 12 kt), and the latest weather observation reported the wind as 040° at 22 kt with gusts up to 32 kt. The flight crew stated they briefed for the threat of strong, gusty crosswinds. The captain was the pilot handling for the landing.
During the approach, the flight crew recalled experiencing moderate turbulence and undershoot shear below 300 ft. When passing 200 ft, the airspeed rapidly trended below the minimum approach speed, the first officer called ‘speed’ and the captain recovered the target speed.
As the aircraft entered the flare it drifted right of centreline, followed by a sudden uncommanded roll to the left. In response, the flight crew initiated a rejected landing manoeuvre, during which the number 1 engine pod struck the ground. After a second approach, the aircraft landed without further incident.
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Analysis of recorded data indicated that the aircraft was responding correctly to flight control inputs made by the pilot flying and that the inputs were appropriate for the environmental conditions. Research and analysis undertaken by the ATSB demonstrated that wake turbulence was not a factor.
Prior to the occurrence no windshear was forecast, broadcast by air traffic controllers, or detected by aircraft or ground systems. However, during the approach, the aircraft was affected by moderate undershoot shear and wind gusts during the landing. About 4 minutes after the occurrence, a Boeing 737 landed on runway 34R. That flight crew advised air traffic controllers they lost about 15 kt of airspeed during the flare due to moderate undershoot shear. Controllers subsequently broadcast to all aircraft there was moderate undershoot shear on runway 34R.
Following the incident, Singapore Airlines made minor procedural changes and enhanced its simulator training program by requiring demonstrated competency in all crosswind landing techniques.
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Based on a review of the available evidence, the ATSB considered it was unlikely that further investigation would identify any new systemic safety issues or important safety lessons. Consequently, the ATSB has discontinued this investigation.
