An Alliance Air Avions de Transport Regional ATR-72-212A, registration VT-RKF performing flight 9I-746 from Rourkela to Bhubaneswar (India) with 43 passengers and 4 crew, was on final approach to Bhubaneswar's runway 14 at 14:21L (08:51Z) when the aircraft contacted a number of approach lights and touched down ahead of the runway threshold. The aircraft slowed without further incident and vacated the runway at a mid taxiway.
India's AAIB reported the aircraft received damage while passing through the approach lights, the aircraft's tail touched the ground before the runway threshold. The AAIB opened an investigation into the occurrence.
The aircraft is still on the ground in Bhubaneswar standing Apr 28th 2025 (6.5 months later).
There were no short term NOTAMs published for Bhubaneswar after 2022, the last long term/permanent NOTAM of Aug 6th 2024 read "BHUBANESHWAR ASMGCS COMMISSIONED. INSERT IN AD 2 VEBS OF EAIP INDIA ACCORDINGLY."
On Apr 28th 2025 India's CAA released their preliminary report summarizing the sequence of events:
On October 8, 2024, aircraft VT-RKF operated a sector from Rourkela to Bhubaneswar with 43 passengers and 4 crew members on board. Prior to this flight, VT-RKF had completed four uneventful sorties. During the initial approach, at 10 DME ILS, Bhubaneswar ATC instructed the aircraft to hold due to adverse weather conditions and traffic congestion at the Bhubaneswar airport.
After briefing the crew on the weather conditions, which included heavy rain and a visibility of 800 meters, the aircraft was cleared to continue the approach on the ILS at 10 DME. Additionally, ATC instructed the crew to report the aircraft's position at 5 DME and then again at 4.8 DME.
At 4.8 DME, aircraft VT-RKF cleared up for landing on runway 14. ATC also advised the crew that, in case of a go-around, shall execute a left turn towards a heading of 120°, and the crew acknowledged the same and up to 1,000 feet, no rain was observed by the Crew.
However, as the aircraft neared the minimums, the crew encountered heavy rain, but the approach lights became visible. The crew requested ATC to increase the intensity of the approach lights for runway 14, and this request was promptly done by ATC. The aircraft continued to approach and was at the final approach at 08:50 UTC. The crew felt the aircraft sink and experienced unusual vibrations inside the cockpit, just as it was approaching the runway 14 threshold.
At this point, the aircraft hits one CAT I approach light and four CAT II approach lights before making its touchdown 43.5 meters short of the edge of runway 14. After landing, the aircraft cleared up to park at stand 2. Meanwhile, an outbound flight, AXB 1327 (a Boeing 737-800), which was holding at the holding point for runway 14 at taxiway J, reported FOD on the runway 14. This led to the cancellation of the outbound flights takeoff clearance.
At 09:07, the pilot-in-command (PIC) of VT-RKF reported to ATC via landline that there was a suspected tail strike during the landing. There were no injuries to any occupants on board and no fire occurred.
On Oct 21st 2026 India's AAIB released their final report concluding the probable causes were:
This Runway undershoot occurred due to the continuation of an unstabilized approach below the prescribed stabilization criteria during adverse weather conditions. While approaching the runway, the aircraft deviated below the glide path because of nose-down control inputs combined with the effects of low-level wind shear, involving a transition from headwind to tailwind conditions. Poor weather, reduced visibility, delayed recognition of unstable approach conditions, and failure to initiate a Go-Around leads to the occurrence. Consequently, the aircraft touched down before reaching the runway threshold. The situation was further aggravated when the autopilot got disengaged at approximately 200 feet Radio Altitude (RA) in turbulent weather conditions, significantly increasing pilot workload at a critical phase of flight. The occurrence highlights deficiencies in approach stabilization, adverse weather handling, situational awareness, and timely decision-making during landing operations.
Contributory Factors
- Severe convective weather conditions include heavy rain, turbulence, downdrafts, and low visibility in the runway environment.
- Presence of significant low-level wind shear characterized by rapid transition from headwind to tailwind close to the ground.
- Rapid loss of aerodynamic energy due to the longitudinal wind reversal below 250 feet radio altitude.
- High fluctuations in air speed, pitch attitude, and rate of descent caused by turbulent atmospheric conditions.
- Sustained nose-down control input around 200 feet radio altitude while the autopilot remained engaged.
- Failure to adequately correct the increasing deviation below the ILS/PAPI glide path.
- Residual Rudder trims displacement of approximately 7 degrees nose-right after autopilot disengaged.
- Increased pilot effort required to apply left rudder correction because of the displaced rudder trim position.
- Progressive deviation below the stabilized approach profile during the final approach segment.
- Rapid and large air speed fluctuations near the ground associated with wind shear and heavy rain.
- Combined effect of adverse weather, wind shear, destabilized flight path, and delayed corrective response during the final stages of approach.
Metars:
VEBS 081000Z 23001KT 3000 -TSRA BKN018 FEW030CB BKN100 26/24 Q1011 TEMPO 1500 TSRA=
VEBS 080930Z 34002KT 1500 TSRA BKN016 FEW030CB BKN090 26/25 Q1012 TEMPO 0800 +TSRA=
VEBS 080900Z 32004KT 0500 R14/0600 RA BKN016 FEW030CB OVC080 27/23 Q1011 TEMPO 0350 +TSRA=
VEBS 080830Z 11006KT 4000 HZ BKN018 FEW030CB BKN100 32/25 Q1011 TEMPO 3000 -TSRA=
VEBS 080800Z 18001KT 5000 HZ SCT018 FEW030CB BKN100 33/24 Q1011 NOSIG=
VEBS 080730Z 15002KT 5000 HZ SCT018 FEW030CB BKN100 33/24 Q1012 NOSIG=
VEBS 080700Z 00000KT 5000 HZ SCT018 FEW030CB BKN100 34/24 Q1013 NOSIG=
VEBS 080630Z 35002KT 5000 HZ SCT018 FEW030CB BKN100 32/25 Q1013 NOSIG=
VEBS 080600Z 26001KT 4500 HZ SCT018 FEW030CB BKN100 31/25 Q1014 BECMG 5000 HZ=
VEBS 080530Z 03002KT 4500 HZ SCT018 FEW030CB BKN100 32/26 Q1014 TEMPO 3000 -TSRA=
VEBS 080500Z 08002KT 4000 HZ SCT018 FEW030CB BKN100 32/25 Q1015 NOSIG=
India's AAIB reported the aircraft received damage while passing through the approach lights, the aircraft's tail touched the ground before the runway threshold. The AAIB opened an investigation into the occurrence.
The aircraft is still on the ground in Bhubaneswar standing Apr 28th 2025 (6.5 months later).
There were no short term NOTAMs published for Bhubaneswar after 2022, the last long term/permanent NOTAM of Aug 6th 2024 read "BHUBANESHWAR ASMGCS COMMISSIONED. INSERT IN AD 2 VEBS OF EAIP INDIA ACCORDINGLY."
On Apr 28th 2025 India's CAA released their preliminary report summarizing the sequence of events:
On October 8, 2024, aircraft VT-RKF operated a sector from Rourkela to Bhubaneswar with 43 passengers and 4 crew members on board. Prior to this flight, VT-RKF had completed four uneventful sorties. During the initial approach, at 10 DME ILS, Bhubaneswar ATC instructed the aircraft to hold due to adverse weather conditions and traffic congestion at the Bhubaneswar airport.
After briefing the crew on the weather conditions, which included heavy rain and a visibility of 800 meters, the aircraft was cleared to continue the approach on the ILS at 10 DME. Additionally, ATC instructed the crew to report the aircraft's position at 5 DME and then again at 4.8 DME.
At 4.8 DME, aircraft VT-RKF cleared up for landing on runway 14. ATC also advised the crew that, in case of a go-around, shall execute a left turn towards a heading of 120°, and the crew acknowledged the same and up to 1,000 feet, no rain was observed by the Crew.
However, as the aircraft neared the minimums, the crew encountered heavy rain, but the approach lights became visible. The crew requested ATC to increase the intensity of the approach lights for runway 14, and this request was promptly done by ATC. The aircraft continued to approach and was at the final approach at 08:50 UTC. The crew felt the aircraft sink and experienced unusual vibrations inside the cockpit, just as it was approaching the runway 14 threshold.
At this point, the aircraft hits one CAT I approach light and four CAT II approach lights before making its touchdown 43.5 meters short of the edge of runway 14. After landing, the aircraft cleared up to park at stand 2. Meanwhile, an outbound flight, AXB 1327 (a Boeing 737-800), which was holding at the holding point for runway 14 at taxiway J, reported FOD on the runway 14. This led to the cancellation of the outbound flights takeoff clearance.
At 09:07, the pilot-in-command (PIC) of VT-RKF reported to ATC via landline that there was a suspected tail strike during the landing. There were no injuries to any occupants on board and no fire occurred.
On Oct 21st 2026 India's AAIB released their final report concluding the probable causes were:
This Runway undershoot occurred due to the continuation of an unstabilized approach below the prescribed stabilization criteria during adverse weather conditions. While approaching the runway, the aircraft deviated below the glide path because of nose-down control inputs combined with the effects of low-level wind shear, involving a transition from headwind to tailwind conditions. Poor weather, reduced visibility, delayed recognition of unstable approach conditions, and failure to initiate a Go-Around leads to the occurrence. Consequently, the aircraft touched down before reaching the runway threshold. The situation was further aggravated when the autopilot got disengaged at approximately 200 feet Radio Altitude (RA) in turbulent weather conditions, significantly increasing pilot workload at a critical phase of flight. The occurrence highlights deficiencies in approach stabilization, adverse weather handling, situational awareness, and timely decision-making during landing operations.
Contributory Factors
- Severe convective weather conditions include heavy rain, turbulence, downdrafts, and low visibility in the runway environment.
- Presence of significant low-level wind shear characterized by rapid transition from headwind to tailwind close to the ground.
- Rapid loss of aerodynamic energy due to the longitudinal wind reversal below 250 feet radio altitude.
- High fluctuations in air speed, pitch attitude, and rate of descent caused by turbulent atmospheric conditions.
- Sustained nose-down control input around 200 feet radio altitude while the autopilot remained engaged.
- Failure to adequately correct the increasing deviation below the ILS/PAPI glide path.
- Residual Rudder trims displacement of approximately 7 degrees nose-right after autopilot disengaged.
- Increased pilot effort required to apply left rudder correction because of the displaced rudder trim position.
- Progressive deviation below the stabilized approach profile during the final approach segment.
- Rapid and large air speed fluctuations near the ground associated with wind shear and heavy rain.
- Combined effect of adverse weather, wind shear, destabilized flight path, and delayed corrective response during the final stages of approach.
Metars:
VEBS 081000Z 23001KT 3000 -TSRA BKN018 FEW030CB BKN100 26/24 Q1011 TEMPO 1500 TSRA=
VEBS 080930Z 34002KT 1500 TSRA BKN016 FEW030CB BKN090 26/25 Q1012 TEMPO 0800 +TSRA=
VEBS 080900Z 32004KT 0500 R14/0600 RA BKN016 FEW030CB OVC080 27/23 Q1011 TEMPO 0350 +TSRA=
VEBS 080830Z 11006KT 4000 HZ BKN018 FEW030CB BKN100 32/25 Q1011 TEMPO 3000 -TSRA=
VEBS 080800Z 18001KT 5000 HZ SCT018 FEW030CB BKN100 33/24 Q1011 NOSIG=
VEBS 080730Z 15002KT 5000 HZ SCT018 FEW030CB BKN100 33/24 Q1012 NOSIG=
VEBS 080700Z 00000KT 5000 HZ SCT018 FEW030CB BKN100 34/24 Q1013 NOSIG=
VEBS 080630Z 35002KT 5000 HZ SCT018 FEW030CB BKN100 32/25 Q1013 NOSIG=
VEBS 080600Z 26001KT 4500 HZ SCT018 FEW030CB BKN100 31/25 Q1014 BECMG 5000 HZ=
VEBS 080530Z 03002KT 4500 HZ SCT018 FEW030CB BKN100 32/26 Q1014 TEMPO 3000 -TSRA=
VEBS 080500Z 08002KT 4000 HZ SCT018 FEW030CB BKN100 32/25 Q1015 NOSIG=
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