The Perils of African Aviation
"When the Nigeria Ministry of Aviation published its final report last year on an accident involving a South African Hydro Air Boeing 747 freighter damaged by landing at Lagos in November 2003, it paints a picture of carelessness that appears to be endemic at all levels. The report says that the Lagos area controller, when first contacted by the aircraft – callsign Hydro Cargo 501 – at a range of 280km (150nm) “absentmindedly passed the airfield information to the aircraft [saying] that the runway in use was 19R”. The flightcrew, having seen a notice to airmen (NOTAM) saying that 19R was out of use because of resurfacing work, requested confirmation. The area controller knew about the work in progress, says the report, which explained that when Hydro 501 queried the runway in use “he became conscious and made the correction that the runway in use was 19L.” The pilot called again: “Ah, you gave us 19R, is 19R available?” The area controller replied: “Negative, correction, it’s 19L. You verify with approach control.”

That night, according to the report, the approach and tower tasks were being carried out by a single controller. When area control told Hydro 501 to contact Lagos tower, the first mention of the runway was in the tower’s message: “501 continue the descent to 3,500ft [1.070m], QNH one zero, no delay for ILS approach to one niner right...report passing [flight level] 150”. Hydro replied: “We’ll call you passing 150 for 3,500ft and confirm we, uh, can land runway one niner right?” to which the tower response was “Affirm, cleared for ILS one niner right”.

During the landing on runway 19R, on which there were stacks of asphalt and gashes in the surface, the report says that the aircraft’s left main wing gear was ripped off, the centre main gear was severely damaged, and the aircraft slewed left with its No 1 engine in contact with the surface until the nosewheel came to rest in a drainage ditch. Tower called: “Hydro Cargo 501, your position?” The 747’s flightcrew replied: “You cleared us to land on a runway that was closed.”

The Ministry of Aviation report concluded that the cause of the accident was that the aircraft was cleared to land on a runway that was “supposed” to have been closed. Contributory factors were that the runway was “not properly closed in accordance with standard practice, the runway edge lights-– were all switched on indicating runway serviceability”. Also cited was an incomplete handover briefing between the controllers going off duty and those taking over for the watch during which the Hydro 501 approach took place. The report notes that “the Nigerian Civil Aviation Authority did not know of the closure of the runway...nor was it aware of the NOTAM until the accident had occurred”. The aircraft, a total write-off, is still at the airport and the owners are still seeking redress."