On November 15, 2007, a catastrophic incident occurred at Toulouse-Blagnac Airport (TLS) involving a brand-new Etihad Airbus A340-600. The aircraft, which was just days away from joining the Abu Dhabi-based airline’s fleet, was written off as beyond economical repair. The quadjet, worth approximately $275.4 million at the time ($316.8 million today), faced a rare fate for a brand-new aircraft. This article delves into the details of what transpired.

The Engine Test that Led to Disaster

Prior to delivery, every aircraft must undergo a series of tests, and this particular A340-600, with test registration F-WWCJ, was no exception. It was positioned in a test pen at Airbus’s headquarters in France for stationary engine testing. According to the Aviation Safety Network, the purpose of the tests that day was to check for potential oil leaks.

However, a critical error occurred during this testing. The team of engineers began their work at 15:19 local time, but they had not properly secured the aircraft with chocks. Initially, this didn’t lead to any immediate issues, with the Engine Pressure Ratio (EPR) maintained between 1.04 and 1.22 until 15:58. After an hour-long break, the tests resumed with higher thrust levels, and the EPR ranged between 1.24 and 1.26 for three minutes. At this point, the unchocked aircraft began to move.

The aircraft moved for 13 seconds before crashing. While the engineers quickly applied the brake pedals within seconds of the plane’s movement, they failed to reduce the engine thrust. As a result, despite turning the aircraft to the right, it collided with the test pen wall at a speed of around 30 knots (55 km/h).

How the Incident Unfolded

One might wonder why the aircraft did not start moving sooner, given the lack of chocks. The parking brake had been engaged, preventing any movement until the thrust exceeded its holding capacity. Once the engineers applied the brake pedals, the parking brake disengaged completely, causing the aircraft to accelerate. In just seven seconds, the plane’s speed increased from 4 to 31 knots as it veered 37 degrees to the right. The rapid surge ended with the aircraft slamming into the pen’s retaining wall.

The collision occurred at a 30-degree angle. The impact was severe, tearing the forward cabin’s underside and causing the cockpit to crash through the wall. The fuselage sustained significant damage, with engines one and two on the left side also coming into contact with the wall. The tail cone and the right wing’s tip hit the ground, leaving the aircraft resting against the wall in a dramatic scene of destruction.

Casualties and Damages

Out of the nine people on board F-WWCJ, five were injured, with four suffering serious injuries. Three individuals were present in the cockpit during the test: one Airbus employee who was responsible for the test, an employee from GAMCO (Etihad’s maintenance contractor) in the left seat, and another Airbus employee in the service seat.

The extent of the damage was so significant that writing off the aircraft was the only feasible option. The cockpit was completely sheared off from the fuselage due to the impact. The wreckage was dismantled in 2008, and part of the tail was even displayed on the Champs Elysées in Paris for a brief period. Interestingly, Virgin Atlantic is reported to have used part of the wreckage as a cabin crew trainer.

The Investigation and Findings

France’s Bureau of Enquiry and Analysis (BEA) launched an investigation into the incident. The BEA’s findings pointed to a series of test procedure violations. The investigation also highlighted a failure in detecting and correcting these violations in time to prevent the crash.

A key question was why the technicians on board did not think to reduce the thrust alongside applying the brakes. The BEA’s conclusion was that human factors played a critical role, determining that “surprise led the ground-test technician to focus on the braking system so he did not think about reducing the engines’ thrust.”

The Airbus A340-600 in Etihad’s Fleet

Etihad Airways had a significant order history with Airbus. In July 2004, the airline, which was just a year old at the time, signed a Memorandum of Understanding to purchase 24 new aircraft, with an additional 12 options. This deal, worth over $7 billion, included four Airbus A380s, four A340-500s, four A340-600s, and 12 A330-200s. At the time, Etihad operated a modest fleet of six aircraft.

Deliveries for the A340-500s and A330-200s commenced in 2006, with the A340-600s following in 2007. Etihad decided to swap the A340-500s for more of the -600 models, bringing the total order for the latter to eight aircraft. The first A340-600, registration A6-EHE, was delivered on June 29, 2007, followed by A6-EHF on August 28.

F-WWCJ, the ill-fated aircraft, was set to be the third A340-600 to join Etihad’s fleet under the registration A6-EHG. It had been undergoing testing for nearly two months, having completed its first flight on September 21, 2007. It was scheduled for delivery to Etihad on November 21, 2007, just days after the crash, with only 24 flight hours accumulated.

The Legacy of the A340-600

At the time of its launch, the A340-600 was the longest aircraft in the world, measuring 75.36 meters (247 feet). Its size was a significant advantage for Etihad, which used a hub-and-spoke model to feed passengers between the east and west through its Abu Dhabi International Airport (AUH) hub. Unfortunately, the loss of F-WWCJ meant that Etihad ended up receiving just seven out of the eight A340-600s it had initially ordered.

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Sources:

• Simple Flying
• Bureau of Aircraft Accidents Archives
• Featured image by Jakkrit Prasertwit