View source for XL Airways Germany Flight 888T

{{Short description|2008 aviation accident in the Mediterranean Sea}}
{{Use dmy dates|date=October 2017}}
{{Use New Zealand English|date=September 2017}}
{{Infobox aircraft occurrence
| image           = Airbus A320-200 Air New Zealand (ANZ) F-WWIO - MSN 4584 - Will be ZK-OJQ (5461431450).jpg
| image_upright   = 1.15
| caption         = An Air New Zealand Airbus A320 with the same livery that D-AXLA was in during the accident flight
| name            = XL Airways Germany Flight 888T
| date            = {{start date|2008|11|27|df=7}}
| summary         = [[Stall (fluid dynamics)|Stalled]] and crashed during test flight
| occurrence_type = Accident
| site            = [[Mediterranean Sea]], near [[Canet-en-Roussillon]], [[France]]
| coordinates     = {{Coord|42|39|48|N|03|06|00|E|type:event|display=inline,title}}
| aircraft_type   = [[Airbus A320 family|Airbus A320-232]]
| operator        = [[XL Airways Germany]]{{efn|Original owner was [[Air New Zealand]]. It was due to be re-delivered to Air New Zealand.}}
| tail_number     = D-AXLA{{efn|Was going to change to its original registration ZK-OJL}}
| origin          = [[Perpignan–Rivesaltes Airport]], [[Perpignan]], France
| destination     = [[Frankfurt Airport]], [[Frankfurt]], Germany{{efn|The aircraft was on [[final approach]] into [[Perpignan–Rivesaltes Airport]] to commence a [[touch-and-go landing]] before it crashed.}}
| occupants       = 7
| passengers      = 5
| crew            = 2
| fatalities      = 7
| survivors       = 0
| IATA            = X4888T
| ICAO            = GXL888T
| callsign        = STARDUST 888 TANGO
}}
'''XL Airways Germany Flight 888T''' ('''GXL888T''')<ref>{{cite news|url=http://avherald.com/h?article=410c9cec|title=Crash: Air New Zealand A320 near Perpignan on Nov 27th 2008, impacted Mediterranean Sea|author=Hradecky|first=Simon|date=27 November 2008|publisher=The Aviation Herald}}</ref> was an [[flight test|acceptance flight]] for an [[Airbus A320]] on 27 November 2008. The aircraft crashed into the Mediterranean Sea, {{Convert|7|km|mi nmi|abbr=on}} off [[Canet-en-Roussillon]] on the French coast, close to the Spanish border, killing all seven people on board. The subsequent investigation attributed the accident to incorrect maintenance procedures that allowed water to enter and freeze in the angle-of-attack sensors during flight, rendering them inoperative, combined with the crew's attempt to perform a test at a dangerously low altitude.<ref name="ASN">{{Cite web|last=Ranter|first=Harro|title=ASN Aircraft accident Airbus A320-232 D-AXLA Canet-Plage|url=https://aviation-safety.net/database/record.php?id=20081127-0|access-date=2019-11-19|website=aviation-safety.net|publisher=[[Aviation Safety Network]]}}</ref>
==Background==
=== Flight test purpose ===
The aircraft was on a [[flight test]] (or "acceptance flight") that had taken off from [[Perpignan–Rivesaltes Airport]], made an overflight of [[Bay of Biscay]], before flying back to Perpignan Airport. At the time of the crash, it was due to commence a [[touch-and-go landing]] at Perpignan Airport before flying to and landing in [[Frankfurt Airport]], from where it would have taken a [[ferry flight]] to [[Auckland, New Zealand]].<ref name="ASN" /> The flight took place following light maintenance and repainting to [[Air New Zealand]] livery in preparation for its transfer from [[XL Airways Germany]], which had been [[aircraft lease|leasing]] the aircraft from Air New Zealand, the owner.
=== Aircraft ===
[[File:D-AXLA (2597017415).jpg|thumb|D-AXLA, the aircraft involved seen here on 21 June 2008]]
The aircraft involved was an Airbus A320-232, [[Aircraft registration|registered]] as D-AXLA, manufactured in 2005, and assigned a [[Serial number|manufacturer's serial number]] of 2500. It [[Maiden flight|first flew]] on 30 June 2005, and was delivered to Air New Zealand's low-cost subsidiary [[Freedom Air]] with the registration ZK-OJL. Star XL German Airlines (as XL Airways Germany was named at the time) took delivery of the aircraft on 25 May 2006. The aircraft had been overhauled by a local French company located at the Perpignan–Rivesaltes Airport prior to its return off lease.<ref>{{cite news|url=http://news.bbc.co.uk/2/hi/europe/7754863.stm|title=Seas scoured after Airbus crash|date=28 November 2008|publisher=[[BBC News]]}}</ref> At the time of the accident, it was due to be delivered back to Air New Zealand and re-registered as ZK-OJL.<ref>{{Cite web|url=https://www.airfleets.net/ficheapp/plane-a320-2500.htm|title=XL Airways Germany D-AXLA (Airbus A320 - MSN 2500) (Ex ZK-OJL )|website=www.airfleets.net|publisher=Airfleets aviation|access-date=2019-11-19}}</ref>
=== Passengers and crew ===
Seven people were on board, two Germans (the captain and first officer, from XL Airways) and five New Zealanders (one pilot, three aircraft engineers, and one member of the [[Civil Aviation Authority of New Zealand]] (CAA).<ref name="CNN">{{cite news|url=http://edition.cnn.com/2008/WORLD/europe/11/27/airbus.france.crash/|title=Airbus A320 crashes into sea off France|date=28 November 2008|work=CNN}}</ref><ref>{{cite news|url=https://www.google.com/hostednews/afp/article/ALeqM5gwzMwMykoI5xX2ZogslBiu7qLvLQ|archive-url=https://web.archive.org/web/20090415163549/http://www.google.com/hostednews/afp/article/ALeqM5gwzMwMykoI5xX2ZogslBiu7qLvLQ|url-status=dead|archive-date=15 April 2009|title=No hope of survivors in New Zealand jet crash off France: official|date=27 November 2008|agency=[[Agence France Press]]}}</ref>
In command was 51-year-old [[Pilot in command|Captain]] Norbert Käppel,<ref name="Field">{{Cite news |last=Field |first=Catherine |date=2009-02-27 |title=Germans killed in Air NZ disaster finally named |url=https://www.nzherald.co.nz/nz/germans-killed-in-air-nz-disaster-finally-named/5RAGJSWKXGCMQEI6VGVDSXONPI/ |access-date=2023-12-01 |work=The New Zealand Herald}}</ref> who had been with the airline since February 2006. He was the airline's air and ground operations manager, having previously held this position at [[Aero Lloyd]]. Käppel had logged a total of 12,709 flight hours, including 7,038 hours on the Airbus A320.<ref name="Final BEA report">{{cite web|title=Accident on 27 November 2008 off the coast of Canet-Plage (66) to the Airbus A320-232 registered D-AXLA operated by XL Airways Germany|url=https://www.bea.aero/docspa/2008/d-la081127.en/pdf/d-la081127.en.pdf|url-status=live|archive-url=https://web.archive.org/web/20110721063026/http://www.bea.aero/docspa/2008/d-la081127.en/pdf/d-la081127.en.pdf|archive-date=21 July 2011|access-date=16 September 2010|publisher=Bureau of Enquiry and Analysis for Civil Aviation Safety}}</ref>{{rp|pages=21–22}}
The [[First officer (aviation)|first officer]] was 58-year-old Theodor Ketzer,<ref name="Field" /> who had been with the airline since April 2006 as an A320 first officer. He attempted to upgrade to an A320 captain in 2007, but dropped out of the programme for "personal reasons".<ref name="Final BEA report" /> Ketzer had 11,660 flight hours, with 5,529 of them on the Airbus A320.<ref name="Final BEA report" />{{rp|page=22–23}}
The pilot from New Zealand was 52-year-old Brian Horrell, who had been with Air New Zealand since September 1986. He had been an Airbus A320 captain since 27 September 2004, and had 15,211 flight hours, including 2,078 hours on the Airbus A320. Horrell was seated in the cockpit jumpseat at the time of the accident. He did not speak nor understand German.<!-- This could be noteworthy because of crew communication  during the flight, as English is the official language of ICAO. --><ref name="Final BEA report" />{{rp|pages=23–24}}
The three aircraft engineers were 37-year-old Murray White, 49-year-old Michael Gyles,<ref>{{cite web |url=http://www.stuff.co.nz/business/market-data/companies/738440/Victims-named-in-Air-NZ-plane-crash |title=Victims named in Air NZ plane crash |date=31 January 2009 |publisher=Stuff |access-date=26 December 2021}}</ref> and 35-year-old Noel Marsh.<ref name="Final BEA report" />{{rp|page=24}}<ref name="Field" /> The member of the CAA was 58-year-old Jeremy Cook.<ref name="Final BEA report" />{{rp|page=24}}<ref name="Field" />
== Accident ==
Shortly after take-off from [[Perpignan–Rivesaltes Airport]] 14:44 UTC, the crew flight requested the airspace and headed to begin their test manoeuvres, however, they were firmly told no by [[air traffic control]] telling the flight "I'm afraid we cannot do test flights in general air traffic, you have to be operational air traffic sir for that". Flight 888T instead of completing an operational air traffic flight plan, which would have allowed their tests with the assistance of a dedicated controller, had filed a general aviation flight plan, which didn't accommodate test flights. After further pleas to the controller were rejected, the crew decided to turn around and head back to Perpignan. Regardless, they would improvise on the way and do as many of the tests as they could.
At 15:33 UTC on the flight back to Perpignan, the crew requested clearance to 39,000 feet to test the [[auxiliary power unit]] (APU). The controller replied, "I understand sir but you know you are on general aviation and many sectors above so it's a bit more difficult for us than different controllers". However, despite the controller's reluctance to approve it, the request was granted. The crew of Flight 888 proceeded to test the auxiliary power unit, bank angle protections and the overspeed warning among other things at 39,000 feet. Continuing their descent to Perpignan, the crew of flight 888 signed off with the Bordeaux air traffic controller who gave them a sharp send-off "Yes for the next time sir it'll be better not to do your… your flight in general aviation".
From there, continuing with their checks, it was now running out of time that Senior Air New Zealand Captain Brian Horrell, seated in the jump seat, raised the question of the low-speed test. A low-speed stall test should have been performed at 14,000 feet but Flight 888 was now at 12,000 feet and descending. As flight 888 descended through 6,000 feet, it was cleared to land in Perpignan. Not eager to test the stall protection while passing through a layer of cloud, the German captain said, "I think we will have to do the slow flight probably later", to which his New Zealand counterpart replied, "okay yeah". The German pilot added "or we do it on the way to Frankfurt... or we even skip it". This suggestion went unanswered. However, at a little over 3,000 feet, now clear of the clouds, it was the German who brought it up again, asking his New Zealand counterpart for instructions to perform the test. With barely 3,000 feet between them and the ocean, following instructions of the New Zealand pilot sitting in the jump seat, Captain Norbert Käppel moved the throttles to idle and raised the nose of the aircraft by pulling back on his [[side-stick]], dramatically slowing the speed of the aircraft. As the speed of the aircraft dropped to a critical point in which it could no longer maintain flight, a stall alarm sounded in the cockpit. The plane shook and made a hard bank to the left. After applying full power, initially, the crew were able to regain control again and come out of the stall. However, the aircraft began a rapid and uncontrolled climb. What the pilots hadn't noticed, in the chaos, the aircraft had switched to [[alternate law]], meaning, normally automated controls were now left to the pilots. Although the captain was pushing forward on his side-stick in an attempt to lower the nose again, the plane kept climbing. In [[Flight control modes (electronic)#Normal_law|normal law]], moving the side-stick prompts the computer to adjust the horizontal stabilizer to control the pitch. Now, in alternate law, with no assistance from the computer, the pilots needed to use both the side-stick and the manual [[trim wheel]] to lower the nose of the aircraft. A warning on their display advised them of this, but they likely didn't notice. Reaching 57 degrees nose up, while in a hard bank to the left, their altitude peaked at just below 4,000 feet and the airspeed dropped to just 40 knots, far too low to fly. Shuddering violently, the aircraft crashed into the [[Mediterranean Sea]], {{Convert|7|km|mi nmi|abbr=on}} off the coast of Étang de Canet-Saint-Nazaire near [[Canet-en-Roussillon]].<ref name="Final BEA report" /> All seven people on board were killed.<ref name="Final BEA report" />{{rp|15–20}}
== Recovery ==
Two bodies were recovered within hours of the crash; the others were found during later weeks. The extent of shattering of the wreckage indicated that the crash occurred at high speed.<ref name="stuff02">{{cite web|url=http://www.stuff.co.nz/4778986a11.html|title=Third body, second black box recovered|date=2 December 2008|publisher=Fairfax Media|access-date=2 December 2008}}</ref> The crash area was declared a [[crime scene]] and the French justice system opened a [[manslaughter]] investigation.<ref name="stuff02" />
==Investigation==
The [[cockpit voice recorder]] (CVR) was quickly found and recovered, and on 30 November, divers recovered the second flight recorder–the [[flight data recorder]] (FDR)–and a third body, unidentified at the time. Although the CVR was damaged, experts said a good probability existed of recovering data from it.<ref>{{cite news |url=http://www.nzherald.co.nz/nz/news/article.cfm?c_id=1&objectid=10546108 |title=Air NZ crash: Damaged black box will give answers – investigator |work=[[The New Zealand Herald]] |date=2 December 2008 |access-date=2 December 2008 |first=Catherine |last=Field}}</ref>
In late December, French investigators attempted to retrieve data from the CVR and FDR, but they could not be read. Usable data from the recorders was later [[Data recovery|recovered]] by [[Honeywell Aerospace]] in the United States.<ref>{{cite news |url=https://www.nzherald.co.nz/nz/air-nz-hopeful-black-box-data-will-provide-clue-to-crash/QMLIDOUMM6DYIFIJL5GMCXJTLM/?c_id=1&objectid=10551184 |title=Air NZ hopeful black box data will provide clue to crash |access-date=9 January 2009 | work=The New Zealand Herald |first=Catherine |last=Field |date=9 January 2009}}</ref>
The investigators' interest focused on the [[air data inertial reference unit]] (ADIRU) following recent similar incidents involving [[Airbus A330]]s operated by Qantas, exhibiting sudden uncommanded manoeuvring (including [[Qantas Flight 72]]).<ref>{{cite news |url=http://www.aero-news.net/index.cfm?ContentBlockID=5a97cb7b-ac8c-4a2c-a8cd-33f2e10db965 |title=Investigation's Slow Pace 'Troublesome' |date=29 December 2008 |publisher=Aero-News Network
}}</ref> The investigation was led by the [[Bureau of Enquiry and Analysis for Civil Aviation Safety]] (BEA), with the participation of its counterparts from the [[German Federal Bureau of Aircraft Accident Investigation]] (BFU), the New Zealand [[Transport Accident Investigation Commission]] (TAIC),<ref>{{Cite web|url=https://www.taic.org.nz/inquiry/ao-2008-008|title = Ao-2008-008 &#124; Taic}}</ref> and the United States [[National Transportation Safety Board]] (NTSB). Specialists from Airbus and from [[International Aero Engines]] (IAE, the manufacturer of the aircraft's engines), from [[XL Airways Germany]] (operator of the aircraft), and from [[Air New Zealand]] (the owner of the aircraft), were associated with the work of the technical investigation.<ref>{{Cite web|url=https://www.ntsb.gov/_layouts/ntsb.aviation/brief.aspx?ev_id=20081128X43319&key=1|title=NTSB preliminary record|website=www.ntsb.gov|publisher=National Transportation Safety Board|id=DCA09RA013|access-date=2019-12-06}}</ref>
Analysis of the data led to an interim finding that the crew lost control of the aircraft. The crew was not granted needed airspace to do their acceptance checklist of various test procedures, but they chose to conduct a number of the tests as they flew back to base. One of the tests that the crew unofficially fit into their flight was a test of low-speed flight, which they attempted after already dropping to a low altitude (rather than the normal {{convert|10000|ft|m}}), while descending through {{convert|3000|ft|m}} on full autopilot for a [[go-around]]. Landing gear was just extended when at 15:44:30 UTC the speed dropped from {{convert|136|to|99|kn|km/h mph}} in 35 seconds. The [[stall warning]] sounded four times during violent manoeuvring to regain control. By 15:46:00, the warning had silenced as the aircraft regained speed in a rapid descent, but 6 seconds later, at {{convert|263|kn|km/h mph}}, the aircraft had only {{convert|340|ft|m}} elevation and was 14° nose down. A second later, the aircraft crashed into the water.<ref>{{cite book|url=https://www.bea.aero/docspa/2008/d-la081127e.en/pdf/d-la081127e.en.pdf|title=Accident on approach to Perpignan 2008 – Interim report|date=24 February 2009|publisher=Bureau of Enquiry and Analysis for Civil Aviation Safety|isbn=978-2-11-098614-6|pages=9–10, 19–20, 31}}</ref>
In September 2010, the BEA published its final report into the accident. One of the contributing causes was incorrect maintenance procedures, which allowed water to enter the [[angle of attack|angle-of-attack]] (AOA) sensors. During fuselage rinsing with water before painting, three days before the flight, the AOA sensors were unprotected. As specified in the ''Structure Repair Manual'' by Airbus,  fitting a protection device on AOA sensors before these tasks is mandatory.<ref name="Final BEA report" />{{rp|56,95}} The water was able to penetrate inside the sensor bodies, then froze in flight, rendering two of three of the sensors inoperative,  thus removing the protection they normally provided in the aircraft's [[flight management system]].
The primary cause of the accident was that the crew attempted an improvised test of the AOA warning system, not knowing that it was not functioning properly due to the inoperative sensors. They also disregarded the proper speed limits for the tests they were performing, resulting in a [[stall (flight)|stall]].
The aircraft's computers received conflicting information from the three AOA sensors. The aircraft computer system's programming logic had been designed to reject one sensor value if it deviated significantly from the other two sensor values. In this specific case, this programming logic led to the rejection of the correct value from the one operative AOA sensor, and to the acceptance of the two consistent, but wrong, values from the two inoperative sensors. This resulted in the system's stall-protection functions responding incorrectly to the stall, making the situation worse, instead of better. In addition, the pilots also failed to recover from an [[aerodynamic stall]] in a manual mode in which the [[Tailplane|stabilizer]] had to be set to an up position to trim the aircraft. Since the stick was applied only forward, the aircraft did not trim itself because it was switched to full manual mode. Seconds later, the plane crashed into the sea.
Moreover, the stall warning in [[Flight control modes|normal law]] was not possible. The stall warning function, though, was still available, and was triggered during the last phase of the flight.<ref name="Mayday">"Imperfect Pitch." ''[[Mayday (Canadian TV series)|Mayday]]'' [documentary TV series].</ref>
Five safety recommendations were made following examination of the particulars of the crash. To improve requirements for planning and procedures of non-revenue flights, to close a loophole pertaining to equipment qualification discovered during the investigation (but which did not impact the events as transpired), to undertake a safety study of certification standards for flight control reconfiguration warning systems, and to re-evaluate recommended approach-to-stall techniques and training for all types of modern airplanes.<ref name="Final BEA report" />
==Dramatisation==
The story of the accident was featured on the 13th season of Canadian television show ''[[Mayday (Canadian TV series)|Mayday]]'', an episode entitled "[[List of Mayday episodes#Season 13|Imperfect Pitch]]".<ref name="Mayday" />
==See also==
* [[List of accidents and incidents involving the Airbus A320 family]]
==Notes==
{{notelist}}
==References==
{{reflist|30em}}
==External links==
[[Bureau of Enquiry and Analysis for Civil Aviation Safety]]
*"[https://www.bea.aero/en/investigation-reports/notified-events/detail/accident-to-an-airbus-a320-232-registered-d-axla-operated-by-xl-airways-germany-on-november-27-2008-near-canet-plage Accident to an Airbus A320-232 registered D-AXLA operated by XL Airways Germany on November 27, 2008 near Canet-Plage]." ([https://web.archive.org/web/20201224010728/https://www.bea.aero/en/investigation-reports/notified-events/detail/accident-to-an-airbus-a320-232-registered-d-axla-operated-by-xl-airways-germany-on-november-27-2008-near-canet-plage Archive])
**[https://www.bea.aero/docspa/2008/d-la081127e.en/pdf/d-la081127e.en.pdf Interim report] ([https://web.archive.org/web/20110706065407/http://www.bea.aero/docspa/2008/d-la081127e.en/pdf/d-la081127e.en.pdf Archive])
**[https://www.bea.aero/docspa/2008/d-la081127.en/pdf/d-la081127.en.pdf Final report] ([https://web.archive.org/web/20110721063026/http://www.bea.aero/docspa/2008/d-la081127.en/pdf/d-la081127.en.pdf Archive])
* [https://www.bea.aero/les-enquetes/evenements-notifies/detail/accident-dun-airbus-a320-232-immatricule-d-axla-exploite-par-xl-airways-germany-survenu-survenu-le-27-novembre-2008-au-large-de-canet-plage/ Accident d'un Airbus A320-232 immatriculé D-AXLA exploité par XL Airways Germany survenu survenu le 27 novembre 2008 au large de Canet-Plage] ([https://web.archive.org/web/20150620191057/http://www.bea.aero/fr/enquetes/perpignan/perpignan.php Archive]) {{in lang|fr}} – the French version is the report of record.
**[http://www.bea.aero/docspa/2008/d-la081127e/pdf/d-la081127e.pdf Interim Report] {{in lang|fr}} ([https://web.archive.org/web/20110917011300/http://www.bea.aero/docspa/2008/d-la081127e/pdf/d-la081127e.pdf Archive])
**[https://www.bea.aero/fileadmin/documents/docspa/2008/d-la081127/pdf/d-la081127.pdf Final Report] {{in lang|fr}} ([https://web.archive.org/web/20110917014537/http://www.bea.aero/docspa/2008/d-la081127/pdf/d-la081127.pdf Archive])
*[http://www.skybrary.aero/index.php/Non_Revenue_Flights Accidents and Incidents during Non-Revenue Flights — ''SKYbrary'']
*{{cite web|url=https://www.youtube.com/watch?v=xvBvvCFS5Xc|title=When a Flight Crew Trusts a Plane Too Much|publisher=[[Smithsonian Channel]]|date=2015-03-12}}
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[[Category:Aviation accidents and incidents in France]]
[[Category:Aviation accidents and incidents in 2008]]
[[Category:Accidents and incidents involving the Airbus A320]]
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[[Category:November 2008 events in France]]
[[Category:Airliner accidents and incidents caused by ice]]
[[Category:Airliner accidents and incidents caused by stalls]]