RE: Pic of the Day – a nice 757 shot!!

The aircraft was operating a holiday charter flight from Cardiff Airport, UK, to Girona Airport, Spain. The commander was the pilot flying (PF) for the approach and landing phase of the 2 hour flight. On arrival in the Girona CTR (Control Zone) at around 2120 hours, the aircraft routed to the GRN VOR (radio navigation aid) and, because of the wind direction and the fact that the runway was wet, the crew elected to fly a VOR/DME procedure to Runway 02. Flight conditions were turbulent. There was thunderstorm activity in the area at the time and the Girona Meteorological Report (METAR) for 2130 hours included: ‘Surface wind 350/6 kt, visibility 4 km, thunderstorm with heavy rain, cloud 3-4 octas at 1,500 feet, 1-2 octas cumulonimbus at 3,000 feet, 5-7 octas at 4,000 feet, temperature 20°C/ dewpoint 20°C, QNH 1010 mb, remarks recent rain.’

Upon becoming visual the aircraft was not adequately aligned with the runway and a change in wind direction now favoured the reciprocal runway so a missed approach was carried out. The aircraft was positioned for an ILS (Instrument Landing System) approach to Runway 20. The autopilot and autothrottle were engaged throughout the flight until a decision to land had been made. Twenty seconds prior to touchdown the surface wind reported by Air Traffic Control (ATC) was 150°/6 kt (6 kt from 150 degrees).

The commander saw the runway lights at about 500 feet agl (above ground level) and made the decision to land at the decision height of 251 feet (altitude 720 feet). At some point after this he lost outside visual references. Two automatic audio cautions of excessive sink rate were given by the Ground Proximity Warning System (GPWS) just before touchdown. Information from the Flight Data Recorder (FDR) showed that the aircraft contacted the runway very hard in a 2° nose down attitude with an airspeed of 141 kt, bounced and touched down again approximately 140 metres further on. Both the FDR and CVR (Cockpit Voice Recorder) recordings stopped shortly after the second touchdown. Reception of the ILS signal continued up to the point at which the recorders stopped. Interruptions of the electrical power supply to the airport and the surrounding area were reported at around the time of the accident; the airport emergency supply established within the required time interval.

full AAIB report here – http://www.aaib.dtlr.gov.uk/special/gbyag/gbyags.htm