UT535 - Accident: UTAir B735 in Usinsk on Feb 9th 2020

A UTAir Boeing 737-500, registration VQ-BPS performing flight UT-535 from Moscow Vnukovo to Usinsk (Russia) with 94 passengers and 6 crew, was on final approach to Usinsk's runway 13 at about 12:21L (09:21Z) but touched down hard about 15 meters ahead of paved surface of the runway and went through heaps of snow. Both main gear struts collapsed, the aircraft skidded on its nose gear and belly to a stand still off the runway causing damage to a wing resulting in a fuel spill. No fire broke out. The passengers evacuated via slides and overwing exits. The aircraft received substantial damage. There were no injuries (though there were claims of one or two injured passengers).

The airline reported the ILS and approach lights were out of service. However, the approach to Usinsk was possible with the assistance by ATC.

No Metars are available for Usinsk.

According to local weather data the winds were blowing from 150 degrees at 6 m/s (11 knots) gusting 11 m/s (20 knots), temperature was -21 degrees C, dew point -23 degrees C, visibility 1100 meters, QNH 1063 hPa, RVR 1700, 1100 and 1400 meters, cloud ceiling 450 meters/1500 feet.

According to NOTAMs both ILS and approach lights runway 13 were not operative.

On Feb 10th 2020 the Interstate Aviation Committee (MAK) announced they have formed a commission to investigate the accident. The commission has already started to work. According to available information so far there had been no injuries, the aircraft received damage.

On Feb 11th 2020 Rosaviatsia reported the aircraft landed on runway 13 (heading 134) but touched a snowy parapet about 15 meters before the runway with its main gear. The right main gear was torn off and came to rest 1000 meters down the runway, the left main gear fractured and came to rest under the left wing of the aircraft. The aircraft came to a stop about 2000 meters down runway 13 about 80 degrees off the runway heading. Apart from both main gear legs being damaged both left and right inboard flaps were damaged above the landing gear. The right main gear doors penetrated the right wing. There were no injuries amongst the 94 passengers and 6 crew.

On Feb 11th 2020 the airport reported the runway adhesion coefficients were between 038 and 035 at a rate of 032. The airport stated: "At the time of the planes landing, Usinsk Airport was operating normally and was fully prepared to receive aircraft. The airport in Usinsk operates in full compliance with federal aviation regulations. Not a single remark has been received from any crew in the last two years."

On May 28th 2020 the MAK silently (without any announcement or entry in the updates' list) released their interim report stating the aircraft impacted a wall of snow of 1.1 meters height, that had been created by snow removal works, with its main gear 32 meters before the runway threshold. The aircraft subsequently touched down 30 meters past the runway threshold, the right main gear collapsed, the left main gear fractured. The aircraft skidded along the runway and came to a stop 2,155 meters past the runway threshold.

According to ATIS the visibility at the aerodrome was 1300 meters, the glide path transmitter as well as the approach lights were not operating, apron and taxiways were covered with snow, the runway was covered with 2mm frost, the runway friction factor was 0.38. The visibility did not permit an approach to the runway.

The crew however hoped for weather improvement and decided to continue the flight to Usinsk and perform a GNSS (RNAV) approach to the aerodrome.

While descending towards Usinsk the latest weather information indicated a visibility of 1600 meters (RVR 1600, 1300, 1400), cloud ceiling at 450 meters, the weather conditions were just at the minima required for landing. ATC cleared the aircraft for the GNSS approach to runway 13.

The crew performed the approach with autopilot engaged in LNAV and VNAV and autothrust active, the modes remained active until the aircraft was shut down. The aircraft interecepted the final aprpoach at 2200 feet AGL and 190 KIAS, flaps had already been set to position 5. ATC reported the RVR was now 1800, 1700 and 1700 meters, the crew announced they were continuing for landing. The landing gear was lowered, the flaps extended to 30 degrees. While settling in the final descent the wind reduced from 40 to 14 knots. The aircraft descended through 1530 feet AGL at 143 KIAS slightly below the glide path at 1570 feet.

Descending through 1000 feet AGL the crew received the clearance to land on runway 13. At 700 feet both crew were visual with the runway, at 620 feet the autopilot and autothrust were disconnected. The captain (55, ATPL, 17,852 hours total, 7,672 hours on type) instructed the first officer (44, 6,595 hours total, 4,989 hours on type) to also recycle the flight directors and set the altitude target for the go around. The first officer confirmed the flight directors were switched off and on, and the altitude target was set to the go around altitude. The captain took control of the aircraft. The first officer commented they were below the glide path, the captain should not go below the glide path, the captain confirmed. The EGPWS announced 100 feet AGL, at 60 feet AGL the first officer again commented they were below the glide path, this time there was no response from the captain, however engine thrust was increased. The aircraft descended at 140 KIAS and 600 fpm. The EGPWS announced 50 and 30 feet, no correction to the glide path was yet made, the main gear impacted the snow bank 32 meters ahead of the runway threshold, which was 1.1 meters (3.5 feet) high. At that point the aircraft was doing 138 KIAS at 3 degrees nose up and experienced a vertical acceleration of +1.6G, a longitudinal acceleration of -0.7G and a lateral acceleration of -0.6G. The aircraft touched down on the runway 30 meters past the runway threshold at +1.86G. However, the air/ground switches remained in the position air. The right main gear separated from the airframe, the left main gear fractured and collapsed. The aircraft skidded to a halt on the engine reverser covers and the fuselage.

The captain did not recognize the main gear had collapsed even though the first officer suggested to evacuate. THe captain believed it was fine with the exception of nose wheel steering, which didn't appear to work. Only when the flight attendants reported fuel was leaking from the right hand side (which in fact was hydraulic fluid however), the captain decided to evacuate the aircraft.

There were no injuries.



Related NOTAMs:
(TS6225 / 19 NOTAMR TS3631 / 19
SH) UUYY / SHLAAS / IZH / NBO / A / 000/999 / 660005722003
A) UUYS B) 1912130810 C) 2005151500 RAS4
E) Runway 13: LIGHTS OF APPROXIMATION DO NOT WORK.)

(TS0127 / 20 NOTAMR TS6431 / 19
SH) UUYY / SHCHIGAS / I / NBO / A / 000/999 / 660005722015
A) UUYS B) 2001140610 C) 2002141500 RAS4
E) RUN 13: ILS TIME DOES NOT WORK ).

Passenger video of landing (Video: Bazon):