Crash: Transasia AT72 at Makung on Jul 23rd 2014, impacted buildings on approach

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A Transasia Avions de Transport Regional ATR-72-212A (500), registration B-22810 performing flight GE-222 from Kaohsiung to Makung (Taiwan) with 54 passengers and 4 crew, was on final approach to Makung's runway 20 in strong gusting winds when the crew radioed to go around but the aircraft made ground contact, struck buildings and burst into flames. 10 passengers and 5 people on the ground received injuries and are in hospital care, 48 occupants perished.

Emergency services reported that 12 people were taken to hospital, one of them without sign of life, the others with injuries of various degrees. The person without sign of life was pronounced dead in hospital. One initial survivor later died in hospital. All crew have died in the crash.

Initial information indicated the aircraft was on an ILS approach to runway 02 and crashed about 1000 meters short of the runway.

Taiwan's DGCA reported the ATR-72-212A registration B-22810 (14 years in service) was descending through 300 feet AGL, about 1000 meters short of the runway in the village of Xixi in the Husi Township, when the aircraft lost height at 19:06L (11:06Z).

Taiwan's DGCA further reported the captain of the flight was 60 years of age with 22,900 hours of experience, his first officer was 39 with 2,300 hours of experience.

Taiwan's DGCA subsequently added, that the crew had decided to go around and positioned for a second approach, but contact was lost during the second attempt to land. The weather conditions for landing were suitable at 1600 meters visibility, two other aircraft had successfully landed just prior to the accident aircraft.

Emergency services reported that the crew had aborted the first approach due to heavy rain reducing visibility.

The airline reported the aircraft had been delayed due to the typhoon over Taiwan. The aircraft departed but needed to perform an emergency landing near the airport at Xixi village, the injured passengers were rushed to a hospital. 54 passengers and 4 crew were on board of the aircraft.

Ground observers reported the aircraft had gone around one time already and was it on its second approach when it lost height and collided with buildings.

Taiwan's Aviation Safety Council (ASC) so far did not respond to e-mail inquiries by The Aviation Herald to clarify whether the aircraft had been on ILS approach runway 02 as per initial information or another approach.

On Jul 29th 2014 the French BEA reported in their weekly bulletin the aircraft came to rest on the northern side outside the aerodrome's runway 20.

On Aug 1st 2014 Taiwan's ASC reported in a brief preliminary report in traditional Chinese, that 48 people including the crew on board perished in the accident, 10 people on board and 5 people on the ground received injuries. Following recovery of flight data and cockpit voice recorder on Jul 24th the data were read out on Jul 25th, data were synchronised, a cockpit voice recorder transcript was completed on Jul 31st. The ATR-72 registration B-22810 received takeoff clearance from Kaohsiung at 17:43L (09:43Z), the departure was scheduled at 16:00L. The aircraft subsequently climbed to 7000 feet enroute, at 18:11L while nearing Makung, the crew requested to enter a hold due to poor visibility at Makung and assessed the options to return to Kaohsiung. At 18:28L Makung ATIS reported winds at the runway 02 threshold at 210 degrees at 5 knots maximum 11 knots and winds at the runway 20 threshold at 190 degrees at 11 knots maximum 15 knots, visibility at 800 meters. The crew therefore requested an ILS approach to runway 02 at 18:29:50L. While the aircraft was still waiting for the approach clearance at 18:42L, ATIS reported a visibility of 1600 meters and thunderstorms in the vicinity of the aerodrome, a UNI Airways aircraft requested a VOR runway 20 approach clearance and shortly afterwards commenced the approach landing safely on runway 20. The Transasia crew also requested a VOR runway 20 approach, intercepted the VOR radial at 19:00L and began the descent. At 19:03L Makung tower cleared the aircraft to land on runway 20, winds were from 250 degrees at 19 knots. At 19:05:44L the autopilot was disengaged, at 19:05:58 the aircraft began to deviate left and lost height. At 19:06:11L the crew called go-around, at 19:06:13L there is an unclear sound on the cockpit voice recorder (Taiwanese media report citing investigators the aircraft may have contacted a tree line about 200 meters north of Xixi village), at 19:06:16L the crew communicated the go-around to tower, 2 seconds later the cockpit voice recorder recorded a second unknown sound, both recorders stopped recording at 19:06:19L.

On Dec 26th 2014 the ASC released the factual reports of the flight data group and weather data group, the other parts currently missing due to a malfunction of their website as of Dec 26th 20:00z.

The reports detail information that have already been presented earlier, the most notable additions are the radar plots and radar images released (see below).

Taiphoon Matmo was battering the islands at the time of the crash.

Makung's Magong Airport features a runway 02/20 of 3000 meters/9840 feet length. Runway 02 features an ILS Category I precision approach, both runways feature NDB, VOR and RNAV non-precision approaches.

Metars:
RCQC 231300Z 26012G22KT 2400 TSRA SCT002 BKN006 FEW012CB OVC016 23/22 Q0999 RMK A2951 NOSIG TS OVHD STNRY =
RCQC 231230Z 19011G21KT 2400 TSRA SCT002 BKN006 FEW012CB OVC016 24/23 A2947 RMK NOSIG Q0997 RERA R20/0800 TS OVHD STNRY =
RCQC 231208Z 21010G21KT 2400 TSRA SCT002 BKN006 FEW012CB OVC016 23/22 Q0997 RMK A2946 RERA R20/0800 TS OVHD STNRY =
RCQC 231200Z 21013G23KT 800 + TSRA SCT002 BKN006 FEW012CB OVC016 24/23 Q0997 RMK A2946 NOSIG R20/0800 TS OVHD STNRY =
RCQC 231130Z 23019G29KT 800 + TSRA SCT002 BKN006 FEW012CB OVC016 24/23 Q0998 RMK A2948 NOSIG R20/0800N TS OVHD STNRY =
RCQC 231110Z 25018G28KT 800 + TSRA SCT002 BKN006 FEW012CB OVC016 22/22 Q0998 RMK A2948 R20/0800 TS OVHD STNRY =
RCQC 231100Z 22011G21KT 1600 TSRA SCT002 BKN006 FEW012CB OVC016 23/22 A2945 RMK NOSIG Q0997 RERA TS OVHD STNRY =
RCQC 231040Z 19013G24KT 1600 TSRA SCT002 BKN006 FEW012CB OVC016 22/22 Q0996 RMK A2942 RERA TS OVHD STNRY =
RCQC 231030Z 20014G24KT 800 + TSRA SCT002 BKN006 FEW012CB OVC016 22/22 Q0995 RMK A2941 NOSIG R20/0800 TS OVHD STNRY =
RCQC 231000Z 22017G27KT 800 + TSRA SCT002 BKN006 FEW012CB OVC016 23/22 Q0995 RMK A2941 NOSIG R20/0800N TS OVHD STNRY =
RCQC 230940Z 19021G31KT 800 TSRA SCT002 BKN006 FEW012CB OVC016 24/22 Q0996 RMK A2942 R20/0800 TS OVHD STNRY =
RCQC 230930Z 19021G31KT 2400 TSRA SCT002 BKN006 FEW012CB OVC016 26/24 Q0994 RMK A2938 NOSIG TS OVHD STNRY =
RCQC 230900Z 20018G28KT 2400 TSRA SCT002 BKN006 FEW012CB OVC016 25/24 A2937 RMK NOSIG Q0994 RERA TS OVHD STNRY =
RCQC 230840Z 23016G26KT 1600 + TSRA SCT002 BKN006 FEW012CB OVC016 25/24 Q0994 RMK A2937 TS OVHD STNRY =
RCQC 230830Z 23018G31KT 800 + TSRA SCT002 BKN006 FEW012CB OVC016 25/24 Q0994 RMK A2937 NOSIG R20/0800 TS OVHD STNRY =
RCQC 230800Z 20018G28KT 800 + TSRA SCT002 BKN006 FEW012CB OVC016 26/25 Q0993 RMK A2934 R20/0800N TS OVHD STNRY QFF994.9hPa =
RCQC 230730Z 20022G32KT 2400-RA BR SCT004 VCTS BKN008 OVC021 26/25 Q0993 RMK A2933 NOSIG TS W CB W MOV N (RS) =