Investigation Summary
The flight was a training exercise for a captain undergoing line training, supervised by an instructor captain. Although air traffic control initially cleared the flight for runway 05, the instructor requested a circle-to-land approach to runway 23 for training purposes. This runway featured a significant displaced threshold, leaving only 1,030 meters of landing distance available. During the base turn, the aircraft maintained an excessive altitude and airspeed. As the crew attempted to descend rapidly, the Ground Proximity Warning System (GPWS) triggered multiple 'Sink Rate' and 'Pull Up' alerts, which were ignored. The ATR 42 crossed the threshold at approximately 145 knots, touched down 450 meters beyond the touchdown zone, and bounced twice. It finally settled on the runway with only 350 meters of pavement remaining, making a runway excursion inevitable. The aircraft plunged into a ditch, and the left engine continued to run for 45 minutes after the crash, complicating rescue efforts.
Final Conclusions
The investigation concluded that the primary cause was the crew's decision to carry out a circle-to-land approach that was incompatible with company safety parameters. The approach was characterized by excessive speed and rate of descent. The crew failed to initiate a mandatory go-around despite the activation of GPWS alarms and the obvious instability of the maneuver. Poor crew coordination between the trainee and the instructor was also cited as a contributing factor.
Video Analysis
No video analysis linked for this case file yet.
Airframe & Maintenance
Crew Experience
Instructor Captain
Remy Cuculiere. Seated in the right seat as Pilot Not Flying (PNF); died 4 days after the accident.
Captain Trainee
Alain Blayes. Seated in the left seat as Pilot Flying (PF); survived with serious injuries.
Systems & Failure Modes
GPWS
The Ground Proximity Warning System issued multiple 'Sink Rate' and 'Pull Up' alerts during the final approach due to the excessive rate of descent, which the crew ignored.
PW127E Engines
The left engine failed to shut down immediately after the impact, continuing to operate for nearly an hour during the rescue phase.
Interesting Facts
- 01The aircraft touched down at a speed 30 knots higher than prescribed in the flight manuals.
- 02The landing distance available on runway 23 was only 1,030 meters due to a displaced threshold.
- 03The left engine remained running for 45 minutes after the crash while rescuers worked near the wreckage.
- 04The instructor captain was seated in the right-hand seat as the pilot monitoring.
- 05The aircraft was an ATR 42-500, a model for which Air Littoral was the launch customer.
Safety Actions & Advisories
Airport Development Debate
The accident was frequently cited in subsequent years as a primary argument against the further development of Florence-Peretola Airport due to its geographical constraints and short runway.
Prohibition of Circle-to-Land Maneuvers
Following the investigation, circle-to-land maneuvers were prohibited at Florence-Peretola Airport for certain aircraft categories to prevent similar unstable approaches caused by the airport's unique topography.
Known Controversies & Unanswered Questions
Legal Prosecution of Air Littoral Management
Reference ↗Following the crash, the trainee captain and two Air Littoral managers (the head of training and head of human resources) were charged with manslaughter and causing an air disaster. They were eventually acquitted in 2003, with the court placing primary responsibility on the deceased instructor captain's decision-making.
Florence-Peretola Airport Safety and Expansion
Reference ↗The accident fueled a long-standing debate regarding the safety of Florence-Peretola Airport. Critics used the crash to argue against airport expansion, citing geographical constraints like Mount Morello and the proximity of the A11 motorway, suggesting traffic should be diverted to Pisa instead.