A Star Air Embraer ERJ-170, registration VT-GSI performing flight OG-8216 from Chennai to Bangalore (India) with 34 passengers and 6 crew, was cleared for takeoff from Chennai's runway 07, lined up, departed and completed a seemingly uneventful flight with a landing at Bangalore without further incident.
A runway inspection at Chennai about 2 hours after the aircraft had landed in Bangalore identified 7 runway edge lights that were broken at the right hand edge of the runway. It was subsequently identified that OG-8216 had lined up to the extreme right of the runway. The operator after being informed about the occurrence reported, that no anomalies had been identified with the aircraft, no damage.
India's DGCA released their final report concluding the probable cause of the occurrence was:
The PIC deviated from the lead line on TWY K and aligned the aircraft on the RWY07 edge line and initiated the takeoff roll, thereby damaging seven RWY edge lights on the right side of RWY.
The DGCA analysed (in part):
While the aircraft was lining up, the PIC asked FO to call out before take-off checklist. While the FO was performing the checklist, the aircraft received take-off clearance, which was readback by the PIC. This is a recommended practice, in order to minimize interruptions. However, the PIC commenced the take-off roll without ensuring the FO had completed the checklist. By the time the aircraft started rolling, the FO had completed the checklist and realised that the aircraft was not on the centre line and alerted (twice) the PIC to take left. Immediately, the PIC veered the aircraft towards the left and continued with the take-off. The aircraft travelled a distance of approx. 360m from the take-off roll before aligning to the RWY centreline.
From the ATC tape, it is observed that at 16:30 UTC, the aircraft requested SMC for pushback and start, which was approved by the controller. Later at 16:35:29 UTC, the aircraft was given taxi instructions via B-D-D1-H-K, for holding point RWY 07. At 16:44 UTC, the aircraft established contact with the tower controller. The tower controller informed the aircraft to hold at holding point RWY 07 on TWY K. At 16:51 UTC, the tower informed the aircraft to lineup RWY 07 abeam TWY K and wait. At 16:52 UTC, the tower controller issued takeoff clearance for the aircraft.
The ASMGCS data shows that the aircraft crossed the holding point at TWY K at 16:52:14 UTC. Initially, the aircraft followed the lead line for RWY 07 till 16:52:22 UTC, then deviated slightly towards the left of the lead line on TWY K. On reaching the RWY edge line at 16:52:40 UTC, the aircraft took a right turn and aligned on the RWY edge line at 16:52:50 UTC. The aircraft commenced its take-off roll at 16:53:13 UTC on the RWY edge line. After rolling in a straight line till 16:53:26 UTC, the aircraft took a left turn at 16:53:27 UTC, before aligning to the RWY centreline at 16:53:32 UTC and took off at 16:53:34 UTC.
From the DFDR data, it is observed that at 16:53:17 UTC, the aircraft on reaching 80 knots, the rudder got deflected by 7.5 degrees towards right side, whereas the lateral acceleration at that instant got registered as -0.281m/sec. Due to this abrupt rudder deflection, the aircraft heading changed abruptly 69 to 64 degrees during the period. This is evident that once the crew realized that they were not aligned on the RWY centerline, applied rudder inputs and aligned the aircraft to the RWY centerline.
A runway inspection at Chennai about 2 hours after the aircraft had landed in Bangalore identified 7 runway edge lights that were broken at the right hand edge of the runway. It was subsequently identified that OG-8216 had lined up to the extreme right of the runway. The operator after being informed about the occurrence reported, that no anomalies had been identified with the aircraft, no damage.
India's DGCA released their final report concluding the probable cause of the occurrence was:
The PIC deviated from the lead line on TWY K and aligned the aircraft on the RWY07 edge line and initiated the takeoff roll, thereby damaging seven RWY edge lights on the right side of RWY.
The DGCA analysed (in part):
While the aircraft was lining up, the PIC asked FO to call out before take-off checklist. While the FO was performing the checklist, the aircraft received take-off clearance, which was readback by the PIC. This is a recommended practice, in order to minimize interruptions. However, the PIC commenced the take-off roll without ensuring the FO had completed the checklist. By the time the aircraft started rolling, the FO had completed the checklist and realised that the aircraft was not on the centre line and alerted (twice) the PIC to take left. Immediately, the PIC veered the aircraft towards the left and continued with the take-off. The aircraft travelled a distance of approx. 360m from the take-off roll before aligning to the RWY centreline.
From the ATC tape, it is observed that at 16:30 UTC, the aircraft requested SMC for pushback and start, which was approved by the controller. Later at 16:35:29 UTC, the aircraft was given taxi instructions via B-D-D1-H-K, for holding point RWY 07. At 16:44 UTC, the aircraft established contact with the tower controller. The tower controller informed the aircraft to hold at holding point RWY 07 on TWY K. At 16:51 UTC, the tower informed the aircraft to lineup RWY 07 abeam TWY K and wait. At 16:52 UTC, the tower controller issued takeoff clearance for the aircraft.
The ASMGCS data shows that the aircraft crossed the holding point at TWY K at 16:52:14 UTC. Initially, the aircraft followed the lead line for RWY 07 till 16:52:22 UTC, then deviated slightly towards the left of the lead line on TWY K. On reaching the RWY edge line at 16:52:40 UTC, the aircraft took a right turn and aligned on the RWY edge line at 16:52:50 UTC. The aircraft commenced its take-off roll at 16:53:13 UTC on the RWY edge line. After rolling in a straight line till 16:53:26 UTC, the aircraft took a left turn at 16:53:27 UTC, before aligning to the RWY centreline at 16:53:32 UTC and took off at 16:53:34 UTC.
From the DFDR data, it is observed that at 16:53:17 UTC, the aircraft on reaching 80 knots, the rudder got deflected by 7.5 degrees towards right side, whereas the lateral acceleration at that instant got registered as -0.281m/sec. Due to this abrupt rudder deflection, the aircraft heading changed abruptly 69 to 64 degrees during the period. This is evident that once the crew realized that they were not aligned on the RWY centerline, applied rudder inputs and aligned the aircraft to the RWY centerline.
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