A Nouvelair A320 and easyJet A320 came incredibly close Sunday night in Nice when the arriving Nouvelair jet passed just a few feet above the easyJet plane lined up on the runway. Nouvelair performed a go-around and landed safely a short time later, while the easyJet flight returned to the gate and the flight was subsequently canceled. The French BEA has opened an investigation, classifying this as a serious incident.
What the data tells us
At approximately 21:32 UTC on 21 September, Nouvelair flight BJ586 from Tunis to Nice overflew easyJet flight U24706 as easyJet lined up to depart on Runway 04R. The Nouvelair A320 passed over the runway threshold and the easyJet flight descending through 50 feet. Nouvelair commenced a go around and landed safely 16 minutes later.
Departing traffic was using Runway 04R all evening, while arriving traffic to Nice was using Runway 04L exclusively. Nouvelair flight 586 lined up with 04R on its first approach. Air traffic control audio for Nice is not readily available to confirm the correct runway assignment, but the second approach by Nouvelair and subsequent arrivals also used 04L.
Altitude, height, and margin of error
When dealing with such small tolerances between aircraft, it is important to keep in mind the limitations of ADS-B data. ADS-B data is reported in 25 foot increments, so a reported value of 50 feet is 50 feet ± 25 feet. The following values should then be taken with those qualifications in mind.
The altitude reported by the Nouvelair flight as it passed over the easyJet A320 was 50 feet. Both the Nouvelair and easyJet flights were operated by Airbus A320-214s. The A320 has a tail height of 38 feet, 7 inches.
Flightradar24 data available for download
There are two CSV files available for download below. The data for the Nouvelair flight is granular ADS-B data saved at higher frequency intervals. The file for the easyJet flight is standard frequency.
Aircraft information
Both flights were operated by Airbus A320-214 aircraft. Nouvelair’s TS-INP began service in 2004 with now-defunt Ryan International Airlines. It then flew with Iberworld Airlines, Go Air, ArkeFly, and Koral Blue Airlines, before finding its way to the Nouvelair fleet in 2011.
easyJet took delivery of what is now OE-IJZ in 2015 new from Airbus. The aircraft was transferred to easyJet Europe and the Austrian registry in May 2018.
Weather information
The METAR at Nice indicated the presence of thunderstorms in the vicinity of the airfield at the time of the incident and the weather radar overlay confirms the location the storms.
LFMN 212130Z 12004KT 070V140 9000 -TSRA FEW023 FEW030CB BKN063 BKN090 24/19 Q1013 TEMPO VRB20G35KT 1500 +TSRA BKN014 BKN030CB
Investigative updates
The French BEA has issued an investigative update on 26 September clarifying that the Nouvelair flight was cleared to land on Runway 04L.
22 October 2025 — French investigators have now released their preliminary report on incident. According to investigators, at 21:32:23 TS-INP overflew OE-IJZ. Radar altimeter data collected from the Nouvelair A320 shows a drop from 39 feet to 10 feet in one second, followed up a jump to 24 feet the following second. Investigators state the change in the radio altimeter height “very probably corresponds to TS-INP flyover over OE-IJZ.”
151 Responses
The two runways stupidly have almost the same name. Why isn’t one Brigitte, the other Alain? There wouldn’t be any confusion.
Runway 04R is right Runway 04L is left. ATC and pilots pronounce it as such in their communication as ’04-Right’or ’04-Left’. This is considered to be unambiguous.
It would appear that right and left are not ambiguous enough. As they have almost identical names, the differential is down to the last syllable. Just a tiny bit of radio noise could be a problem here. They need unique and different names. The navigation information could be retained by calling them 04RRR and 04LLL. Safety must trump any convention.
Some have been changed to 10 degrees off from other parallel
So that would become “Nouvelair 320, cleared to land runway zerofourrightrightright?”
Right or should I say affirmative?
The identity of a runway direction is the same worldwide defined by ICAO annexe and DOC4444. Did you hear about this kind of nearmiss everyday ,that would lead a change in international regulations ?. And on top of radio exchanges , use of rwys in Nice is reported in the AIP….
You are correct. This is standard nomenclature around the world. Left and right are clear enough for 99.9% of ALL pilots. Changing that in ANY WAY would result in madness.
Contrary to what I originally thought, the Nouvelair jet is at fault.
He lined up for the wrong runway. I expected to read the easyJet missed a “hold short” command. That’s what prejudging gets you.
I think you mean ‘are not un-ambiguous enough’. If there is any radio noise such that a pilot is unsure of what he heard he must always say “say again” and behave accordingly. Also, if he read back the clearance incorrectly, the controller would be legally required to correct him.
This has been a runway naming convention worldwide since the beginning of time. And the runway name isn’t just said once by ATC—you’ll hear it repeated numerous times from the time you arrive in the terminal area until you’re cleared to land. Pilots do not find it ambiguous.
Indeed – Heathrow has two parallel runways (if approaching from the West) 9R and 9L. Approaching from the East, those same runways are 27L and 27R
That’s why we have the obligation to read back the clearance
Starboard and Port work.
The primary safety device is sitting in the left seat and the second safety device is sitting in the right seat. Exercise it.
The left and right runways have separate localizer/glideslope frequencies.
Keep cool… Probably a joke from Kécsi Klára😀 … Taxy via Emil, left on Bernard, enter Brigitte… wind is calm, not as Bob, that you should contact after take off on 125,57
But these parallel runways are only 1,000 feet apart. Look at the Jeeps paper charts
SFO 28L and R are less. And how about LAX? Now that I think about it, I can think of a dozen or more major airports with close parallels.
Agree! Right and Left pronounced as words seem unambiguous to me. They also have the advantage of being used in everyday parlance. Even though the pilot may have a different primary language with different words, the easy relation to parts of the body seems clear.
As Long as pilots are abel to decide which left is left….never forget human abilities
Yes and 04R/4R or 04L/4L has the same font, so it would be clear that its 4L or 4R, the L/R is as big as the 4. In those conditions, you should easily be able to visually identify the runway well above minimums.
cause it is how it is. each runway around the world is called based on angle, shortened by the last digit. 04R means the runway is tilted 40 degrees to right, assuming 12 oclock is showing 0 and 6 oclock is 360 degrees. thus if the wind requires landing from opposite end then the same runway is called 32L, meaning the left runway towards 320 degrees.
no, no, that’s not right. 04R means that the runway is rotated 40 degrees clockwise from North. R means right runway because there are two parallel runways and not the direction of rotation. From the opposite side the runway is rotated 180 degrees from the original direction. So from the opposite side in this case the runway is 22L (left). If there was only one runway, it would be without an L or R marking. If there are three runways, the middle one is C (center). L or R does not mean the direction of rotation!
Yep, you are correct. I’m surprised to learn how many people who follow this site don’t understand this. Runway name is compass heading as 2 digits. ALL runways’ opposing direction is 180 degrees.
I mean, why repeat what you said?
It is correct.
Yer that would be confusing
Note.. it is not geographical compass heading, but MAGNETIC compass heading. Most people may not realize it, but runways can be renamed as the difference between geographical and magnetic north, a difference called MAGNETIC DECLINATION, changes over time.
It’s exactly what Peter said!!!
I as small private pilot am really more than astonished about the confusion in some comments…
Second to the scared and shaken easyJet crew I thankfully remember that times of active surgery we couldn’t stop our task for some really impressive shocking moments, no we had to finish our work!!! After taking some minutes of recovery the crew should have been able to continue their job…
If I was the pilot of the Easyjet, I would head back to the terminal for a change of underwear ! LOL
The procedure at the New Zealand airline I worked for was for the crew involved in any mishap was immediately stood down until an enquiry cleared them to return to flying.
That is all right ! This is what we call reciprocal runway !
Roger / Romeo
Mister Peter is right !
Well done ! This is what we call reciprocal runway.
Welcome on board !
Well said
Amazing having to explain BASIC AVIATION to some of these chuckle heads. It appears to come down to the tower cleared the inbound bird to land on four left. Simple, especially if there’s an ILS. But no, they were all over the place on their glide slope and weren’t lined up properly. At the A320’s approach speed, a lil side slip to the right, throw in some wx, an inattentive crew, or a distraction close to final and bada bing, bada boom, you have a near catastrophe. And yea, if as the one dude says the Jeps shows a 1000′ rnwy separation, yikes. Kinda easy to sideslip a measly 1000′ at better than 110 IAS. Thank god they didn’t screw that pooch.
You are correct. Can’t believe this discussion is actually taking place.
Hello, you’re right,04 mean 040°but, opposite is 220° (040+180) so runway 22 !
12o’clock is 36 and 6 o’clock 18 😉
Hey! Let’s throw in True or Magnetic! North of equator:
04LT-CANUCK
South of equator:
04RM-AUSSIE😂
God help us all when the magnetic field flips!😂
22L
Just to correct your maths – 04 and 22 are the runway designators. 6 o’clock is 180 degrees.
Bullshit, a 6 a clock position is 180° behind a pilot flying a plane.
Nope. The number 04 means compass direction 40. So 12 o’clock is 00, 6 o’clock is 18 and 9 o’clock on a map is 27. This means pilots can use their compass to calculate directions to the runway. Consequently, runway 04L would be 23R from the other side.
12o clock is 36, not 00
Wrong, 04L would be 22R from the other direction, as the change of direction is 180 degrees. It is not good idea to use ” clock ” references when discussing compass headings as it can lead to errors as seen here.
04R becomes 22L as its reciprocal.
And magnetic north (what you’ve referenced as 12 o clock) is 36 not 00.
22R in the opposite direction.
12 o’clock is heading 360° with a runway designation of 36
23R or 22R ?
22
No, the reciprocal runway to 04L is 22R. Add 180 degrees to 40.
That’s all right !
“ Consequently, runway 04L would be 23R from the other side.” No runway 04L would be 22R from the other side, 040 degrees plus 180 degrees equals 220 degrees. Take a look at Manchester airport EGCC where they have 05L, 05R and 23L and 23R.
No…22R
One might say it is a heading :).
You are wrong there on landing the other way. Add 180 degrees. The other way would be 22
6 o’clock would be 180, not 360 !!!
R u a pilot with Novelair ? That would explain a lot of things
Actually is magnetic North, that’s why from time to time numbers on runways change.
0 and 6 is equal to 180 degrees.
6 o’clock is 180 degrees.
non la piste n’est pas inclinée. Le QFU est toujours donné par rapport au NORD et comme il ya deux pistes //l’une est Right (droite) l’autre est LEFT (gauche).
Les nomenclature internationale correspond à l’orientation de la piste en dizaines de degrés par rapport au Nord soit 40° pour la 04
suivi du côté
R (Right=droite)
L (Left= gauche)
s’il y a deux pistes parallèles comme à Nice.
Dans l’autre sens d’usage la 04R s’appelle la 22L et la 04L s’appelle la 22R, logique.
Qè?
Bonjour
Sans trop rentrer dans les détails le numéro de piste correspond à l’angle avec le nord magnétique en ajoutant un zéro après ici 04 donc 40° le L ou R correspond left et right en anglais gauche.
Les pistes sont donc bien identifiables comme le stipule la réglementation aérienne.
No comment and even if the plane is from the other side of the airport you change the name of the runway? 🤔
How would people make sure they know which one is which? What about when they’re landing in the other direction?
04R and 04L and 22L and 22R are unambiguous about exactly which runway is being used.
You forgot to mention that unless on a visual approach, most pilots will dial in the ILS frequency with poor weather which provides radio direction straight down the runway and glide path information. And they are on different frequencies. Nouvelair erred. Pilots have maps with all frequencies and information they need.
Not ambiguous at all. If you are coming in to land in the same direction the Easyjet was approaching the airport, 04L denotes the LEFT side runway, 04 R denotes the RIGHT side runway. 04 denotes the runway headings for this approach, ie 40°
Approaching from the opposite direction, 22L will be the LEFT side runway and 22R would be the RIGHT side runway. 22 denotes the runway headings for this approach, ie 220°
When the runway headings are coordinated with the compass rose there can be no doubt which runway is being used. This is part of a pilots basic training. No pilot would be granted even a Private Pilot License without a clear knowledge of this. It is unthinkable that a commercial Airline Transport Pilot would have any confusion in this regard.
Also, the term ” unambiguous ” means ” perfectly clear “. I think you meant to use the term ” ambiguous ” which means ” unclear “.
People driving do not even know which way to give way to ,so this whole system seems ridiculously complicated.
Hi Tim. It seems that there are many people responding that are not pilots. I’m a pilot and here is how it works. Pilots/ATC don’t see the runway as one physical entity. If an airport has one runway, there will always be seen as two runways by pilots as you can use it from each side, depending of several factors as weather, ATC demands and so forth. In NCE, there are two parallel RWYs. If we take 04R, it will be seen as the active RWY when departing or landing in that direction (the RWY designation is btw the magnetic heading of that runway, rounded to the nearest tenth degree). But if you use the opposite direction, then it will be RWY 22L (040 + opposite 180 degree rotation). Now, on approach you will get the active RWY in use via ATC and the Standard Arrival Route used for the approach (if flying instrument rules). If you get 04R as the landing RWY, you automatically know that you will be approaching that RWY from a westerly direction so to speak. You will never think to approach it from north east and try to land on 22L as you know (if you’re a good pilot) that the heading used to land on 04R is around 040 degrees. So, my home airfield has two crossing RWYs, 15/33 and 03/21. Only two strips, but I see it as four RWYs. Of course ATC will use the RWYs in the best possible way to clear traffic. In NCE, they will never use RWY04R for departures and RWY22R for arrivals. Hope this makes sense 🙂
Thank god someone knows what they are talking about. I’m just a passenger, not a pilot. Leave comments to the professionals!
There are a few airports with runways are only ever used in one direction for landing and the other for takeoffs. such as Tenzing-Hillary Airport (LUA) in Nepal. But that’s still two runways – 06/24.
Totally – thank goodness. As a retired avionics engineer, I hope your and pilot Rafet’s comments educate those less familiar with the topic.
for example 04R is the same runway as 22L. It always depends on which direction you’re looking from. If you look at the runways towards 220° heading, the runways will be 22R and 22L. The right one will be at the right to you and the left will be left. Same with 04R and 04L. You must took at them with the heading of 040° for the right and left to be correct.
not Alain but Emmanuel; the only question is, who stand for which side
They are not named the same. This is an international convention. It has been used for decades. It aids pilots and controllers in guidance to landing on the proper runway.
Tout simplement parce qu’elles sont parallèles. Donc R pour Right et L pour Left.
En théorie on peut facilement imaginer qu’un pilote d’avion ne confonde pas sa droite et sa gauche…
Runways don’t really have names. They have markings that are aligned to the closest magnetic heading within 10 degrees. Then they are numbered accordingly. 4L and 4R are parallel runways laid out along the same magnetic heading… There are also airports around with a center runway. In such an instance, they would be 4L, 4C and 4R… When issued in ATC/Pilot communications, it would be Four Left, Four Center and Four Right….Easily understood by the flying public…Either someone wasn’t paying attention when they were cleared by ATC, or ATC cleared the arriving aircraft to the wrong runway, or the one on the ground wasn’t cleared to be on the runway yet…Many different scenarios could have happened, only the ATC recording tapes/black boxes in the aircraft, will tell the truth
Avoid to comment when you have no clue
The air traffic controllers pronounce them as “Right” and “Left.”
Maybe one could be Cupcake and the other Cheesecake. No one would confuse the two very different deserts but the pilot would always be hungry!!!!
👏🏻😂🤦♂️
That Nouvelair pilot should get the sack. No second chances.
There are many, many large airports worldwide that have parallel runways using this naming convention: Tampa and Orlando in Florida are examples. Atlanta Hartsfield – usually the busiest in all of USA – all of their runways are parallel. Any commercial pilot looking at such an airport would know to listen for the Right or Left designation and if not clear should ask for clarification.
What’s worrying is that there are so many disagreements here. We all ( I hope! ) have charts with circuit info, some (like me ! ) have big shiny screens to help (!!), but at the end of the day we all (should ) have the ability to ask ATC for confirmation and clarity if, as is often the case, the airwaves are less than reliable.
Remember Guys and Girls. It’s safety first, despite what the management (in their quiet air conditioned offices, a few feet from the executive coffee machine) say to us Pilots ( in our noisy, high pressure, non forgiving, wet, windy and wild attempts to get us all down safely. I would just mention that the Corporate guys usually have hours to make decisions, we of course have seconds, if we’re lucky !
Completely agree.
“…Cleared to land on Brigitte”?
Hmm…
Isn’t it true that in WW2, to avoid confusion a bomb aimer having taken over control over the target area would use “right”, “steady” and “left-left” for clarity in voice commands to the pilot?
With all sorts of noise and distraction going on, one short word, a two syllable word and two rapid short words are distinguishable as simple sounds.
I feel sick. Guardian Angels working overtime here… How scary for the EasyJet Pilots 🙁
Indeed! With all the modern navigation aids and so forth, how do you still manage to screw it up? Especially with two pilots and ground controllers in a very sophisticated modern aircraft.
Why did the easyJet aircraft return to the stand?
Why was the easyJet flight subsequently cancelled?
Thanks
Pilots to shaken to continue
too
For “to shaken” read “too shaken” in English.
You’re being pedantic now in the grand scheme of things, as they say! It’s not that important for you to amend comments if there’s a typo or grammatical error.
Because the pilots were so traumatised by the incident that they did not feel safe to fly according to the London Times.
Apart from the fact the pilots were probably pretty shaken, the cockpit voice recorder would have to have been removed from the aircraft and preserved for the incident investigation.
Correct, if they continued on the recordings, they would be lost, effectively taped over
Exactly! Good answer!
The EasyJet flight was canceled because the captain suffered a traumatic psychological shock when the other plane flew so close over his own. In a state of shock, he refused to fly, as he was unable to do so. In addition, the accident investigation office wanted to seize the flight recorders immediately.
Plane was buzzed by literally meters. The plane shook, the crew were traumatised, the plane exerted significant shock. Plane has to be grounded for inspection and the crew need a cup of something strong. The pilots reported it was around 3 meters away from collision.
I thought that as well. Good point! Maybe the EasyJet crew pee’d their pants.
God almighty!
For me as a former ATC officer it is impossible to judge who made the mistake. You need to hear the tape recordings. Might be a terrible mistake of the Nouvelle crew to head onto 04 R. The Easyjet seems to have stopped at the stop line before entering 04 R. After a while it continued to line up. I think/hope with the approval of ATC. But as a tower controller you have to check the approach path of the 04R before issuing a clearance to enter that runway for the Easyjet. Many questions, should not be too difficult to find out what happened.
Regardless of Atc instructions it is the Captain of each aircraft has the responsibility for each decision. Since the easyjet is heading forwards for takeoff and cannot physically see the approaching aircraft, it is certainly on the runway with ATC knowledge and permission and the approaching aircraft is at fault Regardless of ATC INSTRUCTIONS
If it was the standard ILS approach it’ll be clear from the Tower recordings who screwed up. If they were given VFR approach same answer.
Tunisian crew flying into a French airport with closely spaced parallels, working in English while the frequency also carries French exchanges. Misheard or misinterpreted runway assignment in that environment?
Are you for real. The Nouvelair was cleared to land on 04 Left so what the hell was he doing on an ILS approach to 04 Right. Sheer incompetence!
For me as a former ATC officer it is impossible to judge who made the mistake. You need to hear the tape recordings. Might be a terrible mistake of the Nouvelle crew to head onto 04 R. The Easyjet seems to have stopped at the stop line before entering 04 R. After a while it continued to line up. I think/hope with the approval of ATC. But as a tower controller you have to check the approach path of the 04R before issuing a clearance to enter that runway for the Easyjet. Many questions, should not be too difficult to find out what happened.
If 04L was being used for inbound traffic and 04R was being used for outbound traffic, it would seem the Nouvelle crew was in the wrong airspace on approach.
From the narrative above, “Departing traffic was using Runway 04R all evening, while arriving traffic to Nice was using Runway 04L exclusively.”
Correct, we need to hear the whole radio communications.
This incident shows also why it’s important for the crew to monitor the radio communications, awareness is the key point, sometimes to make sure raise a question to confirm and avoid confusion , misunderstanding.
Obviously, a lot of people posting comment here do not know what they are talking about. I appreciate the actual pilots and ATC officers that explain the true facts as opposed to the pretenders.
As a very NEOPHYTE user (and paid user!) of Flightradar24, i’m so impressed by both a) the quality and the presentation of all the flight information to us… and b) the (seemingly) high skilled and experienced ‘users’ who comment here ! [i have NO idea of the details of this thread here… seems so many use this product..a LOT ]
I’m an RC flyer at a very old public RC field here in San Fernando VAlley, which is inches away from a very old and very active airport here (VNY)… and flightradar24 has been a super fun app to pull up..whether to see details on exactly which P51 just took off, or check out how they’ve TOTALLY modified departures to fly RIGHT OVER MY HOUSE ! wild .. Thx to the makers …
aside… my google phone has a LOT of ‘stuff’; I’d put Flightradar24 in the league with Windy … as some pretty cool uses of technology !
rant off …
Rich
The disagreements on runaway naming and nomenclature above is frightening. I hope ATCs are in agreement and are all singing the same tune!
That is too scarey to say the least. Definitely a lack of communication. Is there ATC audio anywhere?
As retired pilot…
When an airport has 2 parallel runways 04(for exemple) the runways are identified as 04L and 04R.
To perform unanbigous communications between ATC and aircraft my suggestion was always to identified each Runway as : 04…..Right and 04 ….. Left.
Unstead having just one information ( 04R) you will have the 2 requested informations “04” and later ” Right” or “04” and later”Left”- ATC and Pilots then will pay attention.
That may solve part of the problem.
Poor comments
If you don’t know
Say nothing
Ask ChatGPT or find some one with jeppesen plates, and read it. What did not perform Novelair crew, probably desoriented, due to storm, or lack of situation awareness, or poor approach briefing, not Using TEM.
Threats are low visibility, complex approach, parallel runways
Errors are mistaking runway identification not using ILS, or selecting wrong ILS Approach
Management use FRISC acronym or else.
Frequency set for ILS 04L as designed on Jeppesen airport briefing
Ring to confirm distances
Instrument to check ILS identification according to arrival clearance and ILS id
STD by using std by ILS, to cross check initial
Course to be certain to follow the right approach.
So Captain and First Officer may return to the flying school, as they did not identify their risks during the arrival briefing, if they have had one !!! Who knows what the CVR will highlight.
Now, my understanding is that the RWY04L and RWY04R have different ILS frequencies.
I cannot figure out how the Nouvelair crew could have called it a stabilised approach when the localizer of the ILS instrument should have shown at least some degree of deflection (to the left) from the 04L center line, and still proceed with the approach to the wrong Runway. Did they catch a ghost signal or did they have the 04R localiser setup, instead of the 04L, in their FMC approach settings?
Pilot error of the landing aircraft. Clear to land instructions are simple. To deviate from them, makes you dangerous. If you’re busy and slightly distracted on the way in, write it down, and refer to it when gear and flaps are set. ATC assumes you got this….
Sorry, no doubt that the pilots were shaken but I am a private pilot and a surgeon and if I stop the intervention at the beginning due to an unknown complication I’ll be out of the team for lifetime… I have to solve the problem and finish the task!!!
Second: I am a bit confused about all those specialists knowing “everything “ about the direction of runways; that makes me feel like russian roulette…
What do those guys at Dallas Airport with 3! runways parallel???
https://asn.flightsafety.org/wikibase/330217
Left / Right confusion caused this accident resulting in 11 deaths.
It might be more sensible to have one of the runways with a different colour of centre lights, this would make it more clearer if the ATC could give the runway code followed by the colour of the centre line lights.
No doubt someone will correct me on the possibility of this being done due to some rule or other.
Very lucky escape for all involved
Is not the compass heading on an aircraft magnetic and the numbers of the runways are magnetic. An aircraft lined up with 04R or 04L would show a heading of 04. Somebody was confused.
I didnt realise that the runway numbers were actual headings, I thought they were just random numbers.
Why didnt ATC realise the aircraft was aligned to the wrong runway?
The approaches to the 04s in Nice have aircraft fly around the Cap d’Antibes to alleviate noise, then line up with 04L/R much closer to the runway than in many other places. It would, I believe, be acceptable for ATC to issue a line-up clearance to Easy while the Nouvel was still in its right hand turn. Some operators fly this manoeuvre visually, which leads to variability between arrivals in how the final turn is flown.
This means that ATC would only be able to definitively identify with which runway the Nouvel had lined up relatively late in their approach. It may turn out to have been missed, but events like this always involve multiple contributory factors and the eventual report will show what they were.
Did the 50 feet take into account the undercarriage of the incoming aircraft which presumably was down. The gap between the 2 aircraft could be less than 50 ft.
I wondered that too initially but a quick search reveals the following:
Aircraft tail height is the vertical distance from the ground to the highest point of the aircraft’s tail or empennage (the tail assembly) when the aircraft is parked on the ground
I fly into NCE from LHR every couple of months. Think I’ll take the train next time.
Cockpit cameras would be incredibly helpful in SO many of these incidents. Why are airlines so reluctant to embrace this technology that is EVERYWHERE these days?!? (And if anyone utters the words “pilot’s union” I will completely lose my merde’…)
Jeepers….so so close to a certain major disaster! Question…are both runway landing lights the same colour?
Why have they not released the ATC audio to confirm what instructions were given to the pilots ?
Retired FAA air traffic support specialist here. I’m very happy that the Nouvelair crew went around, or was sent around by the Tower. I would really love to do a review of this event.
This fascinating! Nice is apparently a difficult airport to fly in and out of because of noise abatement issues and therefore, simulator training is recommended before flying there.
I would say that the blame most likely lies with the pilots of the Nouvelair flight. The normal configuration at Nice is RWY 04L for arrivals and RWY 04R for departures. I’m guessing that the ATIS probably had information stating “landing RWY 04L and departing RWY 04R” and that the pilots were properly cleared to land on RWY 04L. I’m curious how many hours and legs the pilots had completed on that day prior to the incident, as fatigue can be a factor. Also, how many times they had landed at Nice prior to this.
Nice is UTC+2, so approximately 11:30 p.m. local time. Sometimes, it’s difficult to pick up the visual cues for the correct runway. Also, if there was heavy weather, it makes it difficult as well. Not knowing what was on the Tower audio, I’m not sure the Nouvelair flight crew saw the Easyjet aircraft on the runway.
I have done QC reviews of incidents involving aircraft landing on the wrong runway and it’s something that just happens. Pilots will hear “cleared to land RWY 04L,” and read it back to the controller correctly and still land on RWY 04R. If the Tower had ASDE-X, this would most likely not have happened to this level of proximity. But, as others have stated, it was just pure luck that there was not an accident.
The landing aircraft pilots wouldn’t make it trying to go to Oshkosh. Lol. Seems like the bi-annual flight review is a waste of time for these guys. Thanks Kona 76
With aircraft that close, the Easyjet would’ve been moved back to the gate to be checked over for any damage from jet blast I would suspect.
The landling plane was on a visual approach for noise abatement purposes. The visual approaches for 04L and 04R take you to exactly the same waypoint a few miles short of the thresholds for both runways. It’s then up to the pilots to visually line themselves up on the runway they have been cleared to land on.
Reading all the above I am shocked how many of you do not understand the basics of runway numbers and designations. Basically there is a general understanding that one should really -only – submit comments, if one actually understands the topic. Shape up, those concerned, otherwise you are just a waste of time!
Is the allocated landing runway for the Nouvelair flight indicated in the METAR? Seems strange they still have it so abbreviated these days. Still, I suppose if you’re a trained pilot (which I’m not) you would know what all the abbreviations mean.
this needs more failsafe built in
Same thing happened to me at Philadelphia airport. We were arriving from Washington we were cleared to land while the aircraft on the ground was cleared for take off. Our pilot swore at ATC and carried out an exciting go around.
Re: Easyjet flight returning to Gate, apart from needing the recorders from both planes for subsequent inspection, and the likely trauma of the Easyjet crew, would there not have been a need to inspect the Easyjet anyway due its close proximity to go around planes jet wash and possible FOD?
Was there another aircraft just ahead of the EasyJet for takeoff on 04R thus requiring to hold short? If not, why was the EasyJet at the stop line and not cleared to line up as a continuation to taxiing? In either event, tower/aircraft communication would have included more than one reference to 04 right and the Nouvelair pilots should have realised the conflict long before the late go-around. I assume the two runways have different ILS frequencies. Playback of the CVR will be interesting!
Reminiscent of the close call with Air Canada 759 at SFO during runway maintenance? (Where cockpit recordings were overwritten due to the existing process)
https://en.wikipedia.org/wiki/Air_Canada_Flight_759
I’m a retired airline transport pilot with 30 years experience with airlines flying aircraft from 15 passenger turboprops to heavy jets. I operated everything from round dial DC-8s to glass cockpit B-747-400s. So I’m quite surprised by the confusion expressed in the comments over runway numbers and directions. Even with today’s lowered requirements for basic stick and rudder experience prior to flying complex glass cockpit jets for major airlines, I find it hard to believe there could be pilots who get confused about which way a runway lines up with the magnetic compass. Reading the comments, it seems to me that the confusion must be among non-pilots. I certainly hope so! That said, it’s not hard to find yourself lined up on a parallel runway to the one assigned when you are just looking out the window. But the aircraft involved have several systems to help ensure that this doesn’t happen, provided the pilots utilize them. There’s the ILS which should always be used as a back up for both course and glidepath, even in visual conditions, along with the proverbial magenta line which can be extended from the runway threshold on any approach, whether visual or instrument. Furthermore, in a radar environment, ATC should have been able to see which runway the landing aircraft was preparing to land on. So it will be interesting to learn whether this was a pilot / controller miscommunication or an error by either pilots or controllers or both. Most of the airlines I worked for, while encouraging pilots to hand fly to maintain proficiency rather than become overly dependent on automation, nevertheless required that we always backup our visual approaches with instruments, helping to prevent landing on the wrong runway…if that’s what happened.
Whenever possible, I always declined instructions to “line up and wait,” or “taxi into position and hold,” that is, accept a clearance to enter the active runway, turn the plane facing down the runway and sit there waiting for takeoff clearance. When you do that, you cannot see aircraft approaching to land because they’re behind you. It always made me uncomfortable and prompted me to listen even more carefully to the radio chatter which could warn me if an aircraft was cleared to land on top of us if we weren’t cleared to take off and get out of the way. I preferred to “hold short” of the runway where I could look both directions. In some cases this simply isn’t allowed by ATC because they are so busy that they feel they have to have you in position and ready to launch and get out of the way ASAP.
As far as runway numbers, they are numbered according to the magnetic orientation from the takeoff position towards the departure end of the runway. The number is always painted on the runway and one of the last things you check as you begin your takeoff roll is that you’re on the correct runway and that your instrument heading agrees with the runway number. The opposite direction is 180 degrees from the direction you’re facing. You could read it off your compass or simply add or subtract 180 degrees. The reciprocal of 04 is 220 so the runways are Runway 4L / 22R. You learn this as a student pilot. Draw it out if you don’t understand and it will become obvious.
The magenta line and ILS guidance is all determined by the info punched into the flight plan. If you put in the wrong info it will lead you to the wrong runway. Then if the pilot flying doesn’t catch the mistake and just follows the guidance, he ends up at the wrong runway.
ATC should have also seen them lining up for the wrong runway if they were paying attention.
Retired Flight Engineer and current Simulator Technician.
Is the runway in use in the METAR?
Lots of people coming up with why runways are named the way they are, this has been the case for decades so for me, it works. Giving a runway a name is no different than Left or Right, two very different words.
The bigger question is why given today’s technology, can’t the details be sent electronically to the plane which then displays the information in the cockpit? This would also have the benefit for a compute double check all is correct.
So much disagreement by people who claim to know how the nomenclature works is terrifying for the average passenger. Maybe the Nouvelair pilots made an error. The conversation here shows that more pilots, and non-pilots (thank God) would be making the same error. We all understand the consequences. A definitive statement, by an recognised oversight body, is needed immediately.
Blimey, it’s amazing how many of you are right or wrong,
For all interested who are confusing right and left. Right is where your thumb sites left.
amazing！
Runways are named for direction and then Left, Right or Center so as to tell parallel ones apart. The direction is important so as to calculate the effect of wind on the take off or landing performance. There is no better way to do it- if you land on runway 24 and the wind is from 270 degrees, you need to lay off drift to the right- putting the nose slightly into wind.
Ordinarily ground based aids would ensure you used the correct runway, but with GPS and autotuning it is that much easier to lose some safeguards and enter an incorrect approach into the MCDU.
SOPs are there to add an extra barrier, but they are only as good as the diligence and respect they are paid.
As to where the system clearly failed here, we’ll have to wait for the CVR.
All landing lights to 04R should have been turned off.
Apparently according to a Pilot familiar with flying to Nice, the Runway lighting is very different on the two runways so a Pilot who has never been their before cold be confused
Please allow me to share my perspective:
It is imperative to take into account the weather conditions this evening, with heavy rainfall and severely reduced visibility. Furthermore, it is necessary to listen to the conversation between the air traffic controller and the pilots to understand if there has been a misunderstanding regarding the landing runway.
Regarding runways 04L (2,628 m) and 04R (2,963 m), I believe there is a management issue. Runway 04L is dedicated to landings and is located closer to the terminals. However, runway 04R is dedicated to takeoffs, and to reach it, aircraft must cross in front of 04L, which is riskier for landings in this area. To optimize takeoff time and minimize risks, it is recommended to use the closest runway. This measure primarily applies to small and medium-sized aircraft, with a runway length of 2,628 meters.
Runway 04R will be dedicated to landings. Aircraft will taxi to the rear of runway 04L to reach the airport terminals. Any potential risks will be addressed promptly.
To optimize airport operations, it is essential to ensure efficient management of takeoffs and landings for large aircraft, such as the 777 and A380. The daytime flight schedule has a lower volume of activity, thus ensuring optimal resource utilization during this period.
To further optimize the efficiency of flight operations, it is recommended to extend runway 04L by an additional 300 meters. This initiative aims to harmonize the specifications of the two runways and maximize their profitability.
✈️ A near miss that could’ve been a catastrophe — and a stark reminder of how human factors, runway layout, and weather stress can still override automation in modern aviation. 🌩️
Even with parallel runway procedures, misalignment between visual cues and ILS assignment can happen under pressure — which is why cross-monitoring, situational awareness, and strict ATC-pilot readback discipline remain the final safety barrier. ⚠️
Kudos to both crews and ATC for averting disaster. Every such event should drive stronger runway incursion prevention tech and training refreshers worldwide. 👏
#AviationSafety #HumanFactors #RunwaySafety #ATC