Das britische AAIB hat einen Vorbericht veröffentlicht. Schockierend und peinlich zugleich, was der Pilot da abgezogen hat. Hatte wohl Tunnelblick und litt unter "get-there-it'is", was seinen 3 Passagieren das Leben gekostet hat. Mit einem zweiten Piloten im Cockpit wäre das wahrscheinlich nicht passiert.Zusammenfassung:
Kam wegen anderem Verkehr in der Platzrunde viel zu schnell (150kts vs. Vref 108kts) und zu hoch rein (1200ft AAL bei einer Distanz von 1.1 NM zur Schwelle), hat erst nach 67% der Landebahnlänge mit einem Fahrtüberschuss von ca. 25 Knoten aufgesetzt, konnte nicht mehr anhalten und wurde durch einen Erdwall nochmal in die Luft katapultiert.Link zum PDF dea AAIB
HZ-IBN entered the left-hand circuit for Runway 25 via the crosswind leg. Towards the end of the downwind leg, it overtook a microlight aircraft, before climbing slightly to pass ahead of and above that aircraft. As this climb began, at approximately 1,000 ft above aerodrome level (aal), a TCAS ‘descend’ Resolution Advisory (RA) was presented to the pilot of HZ-IBN, to resolve a confliction with the microlight. The TCAS RA changed to ‘maintain vertical speed’ and then ‘adjust vertical speed’, but these instructions may have been to resolve a second confliction with another aircraft which was above HZ-IBN, to the east of the aerodrome. Following this climb, HZ-IBN then descended at up to 3,000 feet per minute towards the threshold of Runway 25. The aircraft’s TCAS annunciated ‘clear of conflict’ when HZ-IBN was 1.1 nm from the runway threshold, at 1,200ft aal at a speed of 146 KIAS, with the landing gear down and flap 3 selected.
The operator estimated that the landing weight was 6,522 kg. The aircraft manufacturer calculated that at this weight the target threshold speed was 108 KIAS.
The aircraft continued its approach at approximately 150 KIAS. Between 1,200 and 500ft aal the rate of descent averaged approximately 3,000 fpm, and at 500 ft aal was 2,500 fpm. The aircraft’s TAWS generated six ‘pull up’ warnings on final approach. The aircraft crossed the threshold of Runway 25 at approximately 50 ft aal at 150 KIAS. Tyre marks made by the aircraft at touchdown indicated that it landed approximately 710 m beyond the Runway 25 threshold. Runway 25 has a declared Landing Distance Available (LDA) of 1,059 m; therefore the aircraft touched down approximately 349 m before the end of the declared LDA, 438m before the end of the paved runway surface.
Data from the aircraft’s CVFDR indicated that the groundspeed at touchdown was 135 kt and the airspeed was 134 KIAS. The aircraft manufacturer estimated that at this speed the landing ground roll required to stop the aircraft would be at least 616 m.
The aircraft departed the paved surface at the end of Runway 25 approximately three metres to the left of the extended runway centreline. It then collided with a one metre high earth bank causing the lower section of the nose landing gear and the nose gear doors to detach. The aircraft became airborne again briefly, before colliding with several cars parked at an adjacent business and coming to rest approximately 70 metres beyond the earth bank.