By Simon Hradecky, created Sunday, May 1st 2016 18:08Z, last updated Friday, Jul 15th 2016 16:29Z A China Eastern Airbus A319-100, registration B-6430 performing flight MU-5443 from Chengdu to Kangding (China), was on final RNP approach to Kangding's runway 15 when the aircraft struck approach lights causing parts of the approach lights to penetrate the aircraft's right hand horizontal stabilizer resulting in an additional hydraulic leak from the green hydraulic system. The aircraft went around and returned to Chengdu for a landing on runway 02R without further incident.



A post accident runway inspection found 6 approach lights damaged at Kangding.



The aircraft received substantial damage to the right hand stabilizer, green hydraulic system and tyres.



China's Accident Investigation Board have opened an investigation into the occurrence stating that the Minimum Descent Altitude had been 305 meters.



On May 3rd 2016 a passenger reported that there were a lot of clouds around while the aircraft was on final approach, the runway became visible to the right, the aircraft banked right and appeared faster than normal, there was a violent impact and the aircraft climbed out again and returned to Chengdu. After landing the passenger observed yellow pieces stuck in the tail that hadn't been there on departure.



On May 4th 2016 China's Civil Aviation Authority, Southwest Branch, held an emergency meeting stating, that although the outcome was different by sheer luck the reasons for the accident in Kangding were similiar to the crash in Yichun, see Crash: Henan Airlines E190 at Yichun on Aug 24th 2010, impacted terrain short of runway and burst into flames. Due to the high elevation it was procedural requirement, that this approach into Kangding (as well as subsequent departure from Kangding) had to be flown by two captains. The flight was therefore crewed with two captains and one first officer. However, the first captain in charge of the flight permitted the second captain to remain in the cabin, after the second captain reported fatigued and therefore did not enter the cockpit. The first officer had not been trained for high altitude airport operations and was not qualified for the operation. While descending towards Kangding tower informed the crew that the clouds at Kangding were below minima, the aircraft entered a hold to wait for weather improvement. Cloud conditions changed rapidly, the aircraft therefore commenced an approach, however, at minimum descent height (MDH) the first officer, pilot monitoring, called that the runway was not in sight, the captain, pilot flying, however continued the descent assuming they would see the runway any time. The aircraft touched down outside the airport perimeter as result and broke through 4 rows of approach lights before going around. A horizontal stabilizer was pierced, the hydraulic fluid of one system was completely lost and tyres damaged, however, the crew did not inform about the occurrence and did not seek assistance. It was further stated in the meeting, that the crew permitted the cabin altitude to climb to above 14,000 feet MSL while in the hold waiting for weather improvement, this misconfiguration probably contributed to the accident sequence.



On May 6th 2016 China's Civil Aviation Authority suspended the Sichuan branch of China Eastern Airlines and opened disciplinary proceedings against captain and first officer.



On May 7th 2016 China's Civil Aviation Authority announced that the licenses of both captains have been revoked for life time, the first officer's license was suspended for 6 months. The CAAC argued that one captain remained in the cabin although rostered to perform the flight, the crew did not use oxygen although the cabin altitude was above 10,000 feet, the first officer was not qualified for high altitude airport operation. The Sichuan Branch of China Eastern Airlines flight volume has been cut by 10%, the branch is not permitted to apply for new routes, slots or charter flights, no crew duty time extensions are permitted and the branch will be fined 600 million Yuan (81 million Euro, 92 million US$).



On May 9th 2016 China's Civil Aviation Authority published a preliminary CEFA visualisation of the flight based on flight data recorder (see below).



On May 12th 2016 the French BEA reported based on information received from CAAC, that the aircraft had entered a holding for 20 minutes due to weather being below minima for the RNP approach to runway 15. The crew was subsequently told that the weather was now okay for the landing (the visibility minimum for RNP approaches being 3800 meters). While commencing the RNP approach (Editorial note: no RNP approach chart available, if you have the approach chart ZUKD RNAV/RNP runway 15, please contact us via the contact button below) the crew reported they went around and were returning to Chengdu. During the missed approach the aircraft impacted ground short of the runway and collided with approach lights. China's CAAC is investigating.



On July 15th 2016 China's Civil Aviation Authority (CAAC) announced that the pilot licenses of both captain and first officer have been revoked. The CAAC reasoned both flight crew tried to cover up and play down the occurrence crossing the absolute red line. It has been the first time in Chinese Aviation History that a pilot license has been revoked (and not just suspended for some time).



Kangding Airport is located about 115nm west of Chengdu at an elevation of 4235 meters/13890 feet. The airport features a runway 15/33 of 4000 meters/13120 feet length, runway 15 is equipped with an ILS Category 1 and SALS approach lights.



Metars Chengu:

ZUUU 010200Z VRB01MPS 3500 BR FEW026 24/18 Q1008 NOSIG

ZUUU 010100Z 00000MPS 3000 BR NSC 22/17 Q1008 NOSIG

ZUUU 010000Z 00000MPS 2500 BR NSC 19/18 Q1007 BECMG TL0100 3000

ZUUU 302300Z VRB01MPS 2500 R02L/2000U R02R/1200U BR NSC 18/18 Q1007 BECMG TL0030 3000

ZUUU 302200Z 00000MPS 4000 BR NSC 17/17 Q1007 BECMG TL2300 2300 BR

ZUUU 302100Z 00000MPS 4000 BR NSC 18/17 Q1006 NOSIG

ZUUU 302000Z 20002MPS 170V240 4500 BR NSC 19/18 Q1007 NOSIG



Metars Kangding (received from China on May 2nd 2016):

ZUKD 010000Z 25003MPS 3800 BR FEW008 BKN026 M00/M01 Q1029 NOSIG=

ZUKD 302331Z VRB01MPS 5000 BR FEW011 BKN026 M00/M01 Q1028 NOSIG=

ZUKD 302300Z VRB01MPS 3000 BR FEW010 SCT020 OVC026 M01/M01 Q1028 NOSIG=

ZUKD 302200Z VRB01MPS 8000 PRFG FEW010 SCT020 M00/M01 Q1028 NOSIG=

ZUKD 302100Z 15001MPS 9999 PRFG FEW010 SCT020 M00/M01 Q1028 NOSIG=

ZUKD 302000Z 00000MPS 9999 FEW010 SCT020 BKN033 M00/M01 Q1028 NOSIG=

ZUKD 301900Z 31002MPS 280V340 5000 BR FEW008 SCT020 BKN033 M00/M01 Q1028 NOSIG=



CEFA visualisation of accident (Video: CAAC):

https://www.youtube.com/watch?v=rozKcqCfkT4"



Some damaged approach lights (Photo: Shanghai William):





The penetrated right hand stabilizer (Photos: Shanghai William):









ILS Approach Chart Runway 15 (Graphics: AIP China):





Aerodrome Chart (Graphics: AIP China):







