An ASL Airlines UK Avions de Transport Regional ATR-72-212A freighter, registration G-OASB performing flight ABV-108 from Guernsey,CI to East Midlands,EN (UK), landed on East Midland's runway 09 at 20:55L (20:55Z), vacated the runway and became disabled on the turn off just after crossing the hold short line. Emergency services responded, the runway and aerodrome needed to be closed until about 02:00L (02:00Z) due to damage to the runway caused by damaged tyres/wheel rims of G-OASB.
Several arrivals needed to divert as result of the aerodrome closure.
The occurrence aircraft is still on the ground in East Midlands about 38 hours after landing.
On Nov 28th 2025 the AAIB reported the occurrence was rated a serious incident and is being investigated. The plane landed hard and bounced several times, when the aircraft left the runway a fire was discovered in the nose gear.
On Sep 17th 2026 the AAIB released their final bulletin concluding the probable causes of the accident were:
The aircraft pitched down rapidly in the final stages of an approach following a nose-down elevator deflection and touched down heavily on the nosewheel. The aircraft nose landing gear and right main landing gear were damaged and had to be replaced.
The AAIB analysed:
The aircraft was conducting a scheduled cargo flight from GCI to EMA. The aircraft was within its mass and balance limitations for the flight and there were no extant technical defects. The forecast weather for the arrival time at EMA indicated strong winds with gusts of up to 36 kt for the time of arrival. The commander had initially set a VAPP of 123 kt but reduced this to 120 kt when ATC gave a windspeed of 20 kt with no gust.
In the latter stages of the approach the aircraft attitude was in the expected range for a stabilised approach. Conditions were somewhat turbulent so the commander as PF was making frequent control inputs to maintain attitude and track the approach path.
The approach was normal and the commander recalled the 10 ft radio altitude call from the co-pilot at which point he retarded the power levers to idle. The aircraft briefly floated in the ground effect. The crew recalled the aircraft suddenly dropping to the runway, which may have been a result of a change of airflow over the aircraft due to the turbulent conditions. The recorded data showed a nose-down elevator deflection and the aircraft attitude pitched from approximately level to 5° nose-down in one second. The aircraft landed nosewheel first and then bounced. The commander, taken by surprise, did not initiate a go-around.
After the first bounce, the commander, possibly still inhibited by a startle effect and feeling the aircraft was again nose-down, did not apply power to avoid driving the aircraft into the ground. The aircraft bounced a second time and then landed.
It was only nine seconds from the start of the initial pitch-down to the aircraft finally landing. The commanders decision-making capacity throughout the landing could have been affected as a result of a physiological and psychological response to the unexpected pitch down and bounce after the initial runway contact.
Related NOTAM:
C7109/25 NOTAMN
Q) EGTT/QFALC/IV/NBO/A /000/999/5250N00120W005
A) EGNX B) 2511142313 C) 2511150030
E) AD CLSD.
Metars:
EGNX 142220Z 05011KT 4400 -RADZ OVC004 08/07 Q1006 RERA=
EGNX 142150Z 05015G25KT 020V100 5000 RA BKN008 09/08 Q1005 RERA=
EGNX 142120Z 04012KT 020V080 6000 RA BKN008 08/08 Q1005 RERA=
EGNX 142050Z 05013KT 6000 RA BKN007 08/08 Q1005=
EGNX 142020Z 04013KT 9000 -RA BKN007 08/07 Q1004 RERA=
EGNX 141950Z 04017G28KT 6000 RA BKN007 08/07 Q1004 RERA=
EGNX 141920Z 05017G27KT 5000 RA BKN006 08/07 Q1004=
EGNX 141850Z 05015KT 010V070 5000 RA BKN007 08/07 Q1004=
EGNX 141820Z 04014KT 010V070 5000 RA BKN005 08/07 Q1005=
EGNX 141750Z 04013KT 010V070 4900 RA OVC006 08/07 Q1004=
EGNX 141720Z 04016KT 020V080 7000 RA BKN005 08/07 Q1004 RERA=
EGNX 141650Z 04016KT 5000 RA BKN006 08/07 Q1004=
Several arrivals needed to divert as result of the aerodrome closure.
The occurrence aircraft is still on the ground in East Midlands about 38 hours after landing.
On Nov 28th 2025 the AAIB reported the occurrence was rated a serious incident and is being investigated. The plane landed hard and bounced several times, when the aircraft left the runway a fire was discovered in the nose gear.
On Sep 17th 2026 the AAIB released their final bulletin concluding the probable causes of the accident were:
The aircraft pitched down rapidly in the final stages of an approach following a nose-down elevator deflection and touched down heavily on the nosewheel. The aircraft nose landing gear and right main landing gear were damaged and had to be replaced.
The AAIB analysed:
The aircraft was conducting a scheduled cargo flight from GCI to EMA. The aircraft was within its mass and balance limitations for the flight and there were no extant technical defects. The forecast weather for the arrival time at EMA indicated strong winds with gusts of up to 36 kt for the time of arrival. The commander had initially set a VAPP of 123 kt but reduced this to 120 kt when ATC gave a windspeed of 20 kt with no gust.
In the latter stages of the approach the aircraft attitude was in the expected range for a stabilised approach. Conditions were somewhat turbulent so the commander as PF was making frequent control inputs to maintain attitude and track the approach path.
The approach was normal and the commander recalled the 10 ft radio altitude call from the co-pilot at which point he retarded the power levers to idle. The aircraft briefly floated in the ground effect. The crew recalled the aircraft suddenly dropping to the runway, which may have been a result of a change of airflow over the aircraft due to the turbulent conditions. The recorded data showed a nose-down elevator deflection and the aircraft attitude pitched from approximately level to 5° nose-down in one second. The aircraft landed nosewheel first and then bounced. The commander, taken by surprise, did not initiate a go-around.
After the first bounce, the commander, possibly still inhibited by a startle effect and feeling the aircraft was again nose-down, did not apply power to avoid driving the aircraft into the ground. The aircraft bounced a second time and then landed.
It was only nine seconds from the start of the initial pitch-down to the aircraft finally landing. The commanders decision-making capacity throughout the landing could have been affected as a result of a physiological and psychological response to the unexpected pitch down and bounce after the initial runway contact.
Related NOTAM:
C7109/25 NOTAMN
Q) EGTT/QFALC/IV/NBO/A /000/999/5250N00120W005
A) EGNX B) 2511142313 C) 2511150030
E) AD CLSD.
Metars:
EGNX 142220Z 05011KT 4400 -RADZ OVC004 08/07 Q1006 RERA=
EGNX 142150Z 05015G25KT 020V100 5000 RA BKN008 09/08 Q1005 RERA=
EGNX 142120Z 04012KT 020V080 6000 RA BKN008 08/08 Q1005 RERA=
EGNX 142050Z 05013KT 6000 RA BKN007 08/08 Q1005=
EGNX 142020Z 04013KT 9000 -RA BKN007 08/07 Q1004 RERA=
EGNX 141950Z 04017G28KT 6000 RA BKN007 08/07 Q1004 RERA=
EGNX 141920Z 05017G27KT 5000 RA BKN006 08/07 Q1004=
EGNX 141850Z 05015KT 010V070 5000 RA BKN007 08/07 Q1004=
EGNX 141820Z 04014KT 010V070 5000 RA BKN005 08/07 Q1005=
EGNX 141750Z 04013KT 010V070 4900 RA OVC006 08/07 Q1004=
EGNX 141720Z 04016KT 020V080 7000 RA BKN005 08/07 Q1004 RERA=
EGNX 141650Z 04016KT 5000 RA BKN006 08/07 Q1004=
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