AUTO-THROTTLED
  Two Trijet's accident histories in the landing phase (explanation of the above terms at foot of this page)

See also this link (and links on that page),  this link and this link

The Warsaw A320 windshear accident  this link

 
Accident description
Status: Final
Date: 21 DEC 1992
Time: 07:33 UTC
Type: McDonnell Douglas DC-10-30CF
Operator: Martinair Holland
Registration: PH-MBN
Msn / C/n: 46924/218
Year built: 1975
Total airframe hrs: 61543 hours
Cycles: 14615 cycles
Engines: 3 General Electric CF6-50C
Crew: 2 fatalities / 13 on board
Passengers: 54 fatalities / 327 on board
Total: 56 fatalities / 340 on board
Airplane damage: Written off
Location: Faro Airport (FAO) (Portugal)
Phase: Landing
Nature: Int'l Non Scheduled Passenger
Departure airport: Amsterdam-Schiphol Airport (AMS)
Destination airport: Faro Airport (FAO)
Flight number: 495
Narrative:
At 05:52 LT Flight 495 took off from Amsterdam for a flight to Faro. The flight had been delayed for 40 minutes due to no. 2 engine reverser problems. After a flight of 2hrs and 17 minutes the flight was cleared to descend to FL70. Shortly afterwards Faro Approach Control provided the crew with the following weather: wind 15deg./18kts; 2500m visibility; thunderstorms with 3/8 clouds at 500 feet, 7/8 clouds at 2300 feet and 1/8 cumulonimbus at 2500 feet, temp. 16deg. C.
Clearance to descend to 1220m was given at 08:20, followed by a clearance to 915m and 650m, resp. 6 minutes later. At 08:29 the crew were informed that the runway was flooded. At an altitude of 303m and 140 knots speed the approach became unstable and at 177m the first officer switched the autopilot from CMD (command mode) to CWS (control-wheel steering). One minute later it was switched from CWS to manual and the airspeed began falling below approach reference speed. About 3-4 seconds short of touchdown elevator was pulled to pitch up and engine power was increased. When the nos. 3 and 5 spoilers extended, the aircraft had a 25deg. bank, left wing up. The right main gear contacted the runway with a 900 feet/min descent rate at 126 knots, +8.79deg. pitch up, +5.62deg roll and 1,9533G. The right wing separated while the aircraft slid down the runway. The aircraft came to rest 1100m from the runway 11 threshold and 100m to the right of the centreline and caught fire.

 
PROBABLE CAUSES: "The high rate of descent in the final phase of the approach and the landing made on the right landing gear, which exceeded the structural limitations of the aircraft.; The crosswind, which exceeded the aircrafts limits and which occurred in the final phase of the approach and during landing. The combination of both factors determined stresses which exceeded the structural limitations of the aircraft.
Contributing factors were: The instability of the approach; the premature power reduction, and the sustaining of this condition, probably due to crew action; the incorrect wind information delivered by Approach Control; the absence of an approach light system; the incorrect evaluation by the crew of the runway conditions; CWS mode being switched off at approx. 80ft RA, causing the aircraft to be in manual control in a critical phase of the landing; the delayed action of the crew in increasing power; the degradation of the lift coefficient due to heavy showers." (DGAC Portugal)

The Netherlands Aviation Safety Board commented that the probable cause should read: "a sudden and unexpected wind variation in direction and speed (windshear) in the final stage of the approach. Subsequently a high rate of descent and an extreme lateral displacement developed, causing a hard landing on the right-hand main gear, which in combination with a considerable crab angle exceeded the aircraft structural limitations.
Contributing factors: From the forecast and the prevailing weather the crew of MP495 did not expect the existence of windshear phenomena.; The premature large power reduction and sustained flight idle thrust, most probable due to crew action.; CWS mode being disengaged at approx. 80ft RA, causing the aircraft to be in manual control at a critical stage in the landing phase."

Related information/accidents:
Weather - Windshear/downdraft

» CVR transcript Martinair Flight 495
» Flight Crew of DC-10 Encounters Microburst During Unstabilized Approach, Ending in Runway Accident [PDF ]
 

   
from this link
 
Accident description
Status: Final
Date: 31 JUL 1997
Time: 01:35 EDT
Type: McDonnell Douglas MD-11F
Operator: FedEx
Registration: N611FE
Msn / C/n: 48604/553
Year built: 1993
Total airframe hrs: 13034 hours
Cycles: 2950 cycles
Engines: 3 General Electric CF6-80C2D1F
Crew: 0 fatalities / 3 on board
Passengers: 0 fatalities / 2 on board
Total: 0 fatalities / 5 on board
Airplane damage: Written off
Location: Newark International Airport, NJ (EWR) (United States of America)
Phase: Landing
Nature: Cargo
Departure airport: Anchorage International Airport, AK (ANC)
Destination airport: Newark International Airport, NJ (EWR)
Flight number: 14
Narrative:
The aircraft touched down 1175 feet down runway 22R at 149 knots with a 500f/min descent rate and 1,67g acceleration. The flight bounced, yawed and rolled right, and touched down again 2275 feet from the threshold, at 1,7g (lateral acceleration 0,4g to the right) and dragging the no. 3 engine 238 feet further on. The right roll, pinning the no. 3 engine to the ground, possibly continued until the right wing's spars broke. The MD-11 skidded off the right side of the runway and ended up on its back 4800 feet from the threshold and just short of Terminal B.
It appeared that the aircraft (N611FE) had suffered a similar incident (bounced on landing) in Anchorage, November 4, 1994.

PROBABLE CAUSE: "The captain's overcontrol of the airplane during the landing and his failure to execute a go-around from a destabilized flare. Contributing to the accident was the captain's concern with touching down early to ensure adequate stopping distance."

Follow-up / safety actions:
The NTSB made 12 safety recommendations to the FAA:
Safety recommendations A-00-92 to 103 (PDF)

Source: (also check out sources used for every accident)
Aviation Week & Space Technology 11.08.1997 (38); 15.09.1997 (31-32)
 

» Accident Investigation Report NTSB/AAR-00/02 [PDF ]
 
from this link
 
Accident description
Status: Final
Date: 17 OCT 1999
Time: 23:15
Type: McDonnell Douglas MD-11F
Operator: Federal Express
Registration: N581FE
Msn / C/n: 48419/450
Year built: 1990
Engines: 3 General Electric CF6-80C2D1F
Crew: 0 fatalities / 2 on board
Passengers: 0 fatalities / 0 on board
Total: 0 fatalities / 2 on board
Airplane damage: Written off
Location: Subic Bay International Airport (SFS) (Philippines)
Phase: Landing
Nature: Cargo
Departure airport: Shanghai-Hongqiao Airport (SHA)
Destination airport: Subic Bay International Airport (SFS)
Flight number: 87
Narrative:
FedEx flight 87 departed Shanghai at 21:16 for a flight to Subic Bay. The MD-11, named "Joshua", touched down at Subic Bay runway 07 at 23:15.
The plane rolled onto runway 25, hitting a concrete post and slamming into a wire fence before plunging into the bay. All of the plane was submerged, 10m offshore, except for the cockpit. The cargo reportedly consisted mainly of electronic goods and garments. N581FE was also part of the US Civil Reserve Air Fleet (CRAF).

PROBABLE CAUSE: "The failure of the flight crew to properly address an erroneous airspeed indication during descent and landing, their failure to verity and select the correct airspeed by checking the standby airspeed indicator, and their failure to execute a missed approach. These failures led to an excessive approach and landing speed that resulted in a runway overshoot. Contributing factors to the accident were clogged pitot tube drain holes, the MD-11's insufficient alerting system for airspeed anomalies, and the failure of the SEL ELEV FEEL MAN and SEL FLAP LIM OVR D checklists to refer the crew to the standby airspeed indicator."

Follow-up / safety actions:
As a result of the findings, Boeing recommended DC-10 and MD-11 operators to inspect the water drain holes on the pitot probes every 650 hours to ensure that they are not blocked.

Related information/accidents:
Airplane - Instruments - Pitot heads
Landing/takeoff - Landing - Fast
Result - Came to rest off rwy - in water

from this link

 
Accident description
Status: Preliminary - official
Date: 20 NOV 2001
Time: 16:48
Type: McDonnell Douglas MD-11
Operator: Eva Air
Registration: B-16101
Msn / C/n: 48542/570
Year built: 1994
Crew: 0 fatalities / 13 on board
Passengers: 0 fatalities / 207 on board
Total: 0 fatalities / 220 on board
Airplane damage: Substantial
Location: Taipei-Chiang Kai Shek Airport (TPE) (Taiwan)
Phase: Landing
Nature: International Scheduled Passenger
Departure airport: Brisbane International Airport, QL (BNE)
Destination airport: Taipei-Chiang Kai Shek Airport (TPE)
Flight number: 316
Narrative:
Flight BR316 departed Brisbane at 05:29 for to Taipei. The first officer was the handling pilot for the flight. The departure and en route segments of the flight were uneventful. At about 16:48 the aircraft experienced a hard landing on initial touchdown on Runway 06. The pilot-in-command took control immediately after aircraft bounced and performed a go around. The aircraft landed on Runway 06 on the second attempt. After landing, the aircraft it was found that the left tire of the nose landing gear had failed. The aircraft sustained substantial damage to the nose landing gear wheel well area.
from this link

 

 
Accident description (Note this the same HK Accident Aircraft BO-150)
Status: Final
Date: 07 DEC 1992
Time: 10:36 UTC
Type: McDonnell Douglas MD-11
Operator: China Airlines
Registration: BO-150
Msn / C/n: 48468/518
Year built: 1992
Total airframe hrs: 337 hours
Cycles: 91 cycles
Crew: 0 fatalities / 19 on board
Passengers: 0 fatalities / 246 on board
Total: 0 fatalities / 265 on board
Airplane damage: Substantial
Location: near Kushimoto (Japan)
Phase: En route
Nature: International Scheduled Passenger
Departure airport: Taipei-Chiang Kai Shek Airport (TPE)
Destination airport: Anchorage International Airport, AK (ANC)
Flight number: 012
Narrative:
Flight CI-012, encountered moderate turbulence at flight level 330. The airplane subsequently departed controlled flight and sustained damage to the left and right outboard elevator skin assemblies, portions of which separated from the airplane. The airplane continued on and landed uneventfully at Anchorage, AK.

PROBABLE CAUSE: "The light control force characteristics of the MD-11 airplane in high altitude cruise flight. The upset was induced by a moderate lateral gust and was exacerbated by excessive control deflections. Contributing to the incident was a lack of pilot training specific to the recovery from high altitude, high speed upsets in the MD-11."
from this link

 
Accident description
Status: Preliminary - official
Date: 18 DEC 2003
Time: 12:26 CST
Type: McDonnell Douglas MD-10F
Operator: FedEx
Registration: N364FE
Msn / C/n: 46600/4
Year built: 1971
Total airframe hrs: 65375 hours
Cycles: 26163 cycles
Engines: 3 General Electric CF6-6D
Crew: 0 fatalities / 2 on board
Passengers: 0 fatalities / 5 on board
Total: 0 fatalities / 7 on board
Airplane damage: Written off
Location: Memphis International Airport, TN (MEM) (United States of America)
Phase: Landing
Nature: Cargo
Departure airport: Oakland International Airport, CA (OAK)
Destination airport: Memphis International Airport, TN (MEM)
Flight number: 647
Narrative:
FedEx flight 647 departed Oakland at 06:32 PST for a cargo flight to Memphis. The first officer was the pilot flying on that leg. The captain of the flight was a company check-airman who was conducting a multi-leg line check for the first officer. The flight was routine until the approach to Memphis.
Because winds were given as 290 degrees at 18 knots with gusts to 23 knots, the captain programmed the FMS for a landing on runway 27. Updated weather information indicated wind from 320 degrees at 18 knots with gusts to 23 knots and windshear advisories were in effect. The captain then reprogrammed the FMS for a landing on runway 36L. Memphis approach control later assigned runway 36R as the landing runway and cleared the flight for a visual approach to runway 36R and they were instructed to contact the tower. The tower controller cleared the crew to land on runway 36R and advised that there was a 'gain and loss of ten knots on short final.' The visual approach to runway 36R was normal and the airplane was stabilized during and throughout the approach. A brief aural windshear alert sounded between 800-900 feet msl. The airplane touched down firmly in the touchdown zone and on the centerline. The initial rollout appeared normal, but after several seconds, the airplane began to bank and turn to the right. The crew were unable to steer the airplane back to the left and it skidded off the right side of the runway and came to a stop in the grass. Shortly after coming to a stop there was an explosion and a fire developed on the right side to the airplane. All seven occupants were able to successfully evacuate the airplane using the cockpit windows.
 

Related information/accidents:
Airplane - Undercarriage - Gear
Result - Came to rest off rwy

Source: (also check out sources used for every accident)
NTSB
 

 
from this link

 

 
Accident description
Date: 02 JAN 1976
Time: 06:36
Type: McDonnell Douglas DC-10-30CF
Operating for: Saudi Arabian Airlines
Leased from: Overseas National Airways - ONA
Registration: N1031F
Msn / C/n: 46825/81
Year built: 1973
Engines: 3 General Electric CF6-50C
Crew: 0 fatalities / 12 on board
Passengers: 0 fatalities / 361 on board
Total: 0 fatalities / 373 on board
Airplane damage: Written off
Location: Istanbul Airport (IST) (Turkey)
Phase: Landing
Nature: Int'l Non Scheduled Passenger
Departure airport: Jeddah International Airport (JED)
Destination airport: Ankara-Esenboga Airport (ESB)
Narrative:
The DC-10, owned by Overseas National Airlines was leased by Saudia for Hajj flights to Jeddah. On the return flight to Ankara, the crew were forced to divert because of poor weather at the destination. While on approach the aircraft reportedly suffered engine problems (no.1 engine fire) . The DC-10 made a heavy landing, collapsed the gear and careened off the runway.
 
   
 

from this link

 
Accident description
Status: Final
Date: 14 APR 1993
Time: 06:59 CDT
Type: McDonnell Douglas DC-10-30
Operator: American Airlines
Registration: N139AA
Msn / C/n: 46711/105
Year built: 1973
Engines: 3 General Electric CF6-50C2
Crew: 0 fatalities / 13 on board
Passengers: 0 fatalities / 189 on board
Total: 0 fatalities / 202 on board
Airplane damage: Written off
Location: Dallas/Fort Worth International Airport, TX (DFW) (United States of America)
Phase: Landing
Nature: Domestic Scheduled Passenger
Departure airport: Honolulu International Airport, HI (HNL)
Destination airport: Dallas/Fort Worth International Airport, TX (DFW)
Flightnumber: 102
Narrative:
Flight 102 departed Honolulu at 17:53 local time for a 7 hour flight to Dallas. The weather report received by the flight at 06:44 (15 minutes before landing) stated a.o.: ceiling 1400 feet overcast, 2,5 miles visibility, thunderstorms and rain showers. The flight was cleared for a runway 17L approach about 5 minutes later and the captain asked the approach controller for the best heading in order to avoid bad weather along the approach path. The crew were advised to turn right heading 220 deg and intercept the runway 17L localizer.
At 06:56 the aircraft was cleared to land. On short finals the aircraft was in about a 10 degree right crab due to crosswind. At 06:59, while descending through 50 feet, the 1st officer intended to perform a go-around. The captain stated "No, no, no, I got it" and took control. The aircraft touched down at 06:59:29 and drifted to the right, off the runway. The DC-10 finally came to rest in the mud with the nose- and left main gear collapsed.

PROBABLE CAUSE: "The failure of the captain to use proper directional control techniques to maintain the airplane on the runway."

Source: (also check out sources used for every accident)
Air Safety Week19.4.93(6) + 13.12.93(1-2); Flight International 28.7-3.8.93 (p.14); NTSB Safety Recommendations A-94-24 through -31; NTSB Safety Recommendations A-94-32 ; NTSB Safety Recommendations A-94-33 through -34; NTSB/AAR-94/01
 

» Accident Investigation Report NTSB/AAR-94/01 [PDF 5,0 MB] 

from this link

 
Accident description
Status: Final
Date: 22 AUG 1999
Time: 18:43
Type: McDonnell Douglas MD-11
Operator: China Airlines
Registration: B-150
Msn / C/n: 48468/518
Year built: 1992
Total airframe hrs: 30721 hours
Cycles: 5824 cycles
Engines: 3 Pratt & Whitney PW4460
Crew: 0 fatalities / 15 on board
Passengers: 3 fatalities / 300 on board
Total: 3 fatalities / 315 on board
Airplane damage: Written off
Location: Hong Kong-Chek Lap Kok International Airport (HKG) (Hong Kong)
Phase: Landing
Nature: International Scheduled Passenger
Departure airport: Bangkok International Airport (BKK)
Destination airport: Hong Kong-Chek Lap Kok International Airport (HKG)
Flight number: 642
Narrative:
China Airlines flight 642 departed Bangkok for a flight to Taipei via Hong Kong. Weather in the Hong Kong area was very poor with a severe tropical storm ('Sam') 50km NE of the airport and gale force winds and thunderstorms. Extra fuel was carried, because the crew intended to continue to Taipei, depending on weather at Hong Kong on arrival. Before the arrival of flight 642 four flights carried out missed approaches, five planes diverted and 12 planes landed successfully.
Weather information obtained by the crew at 18:06 reported a 300deg wind at 35 knots and an RVR of 650m in heavy rain. The flight crew then prepared for a runway 25L ILS approach. Landing reference speed was calculated to be 152 knots and the captain (pilot-in-command) would fly the approach at 170 knots and would continue to land depending on a wind check on finals.
At 18:41, while flying the runway 25L ILS approach, weather was reported to the crew being 1600m visibility in the touchdown zone, wind 320deg/25 knots gusting to 33 knots. The aircraft was then cleared to land. At an altitude of 700 feet prior to touchdown a further wind check was passed to the crew: 320deg/28 knots gusting to 36 knots. Maximum crosswind component limit for the aircraft was 24 knots. The pilot-in-command continued with the approach, disconnected the autopilot but left auto throttle engaged. The MD-11, with a weight very close to the maximum landing weight permitted, stabilized slightly low on the glide slope. At 50 feet above the runway, upon power reduction to flight idle, the airspeed decreased from 170 to 152 knots. An attempt was made to flare in a slightly right wing down (less than 4 deg) attitude. The aircraft landed hard on its right main gear and the no. 3 engine touched the runway. The right main gear separated and the right wing separated. The MD-11 then rolled inverted as it skidded off the runway in flames. It came to rest on a grass area next to the runway, 1100m from the runway threshold. The right wing was found on a taxiway 90m from the nose of the plane.
The crash sequence in this case bears similarities to a Fedex MD-11 which also flipped upside down on landing at Newark.

CAUSAL FACTORS:
"The cause of the accident was the commander's inability to arrest the high rate of descent existing at 50 ft RA.
Probable contributory causes to the high rate of descent were:
(i) The commander's failure to appreciate the combination of a reducing airspeed, increasing rate of descent, and with the thrust decreasing to flight idle.
(ii) The commander's failure to apply power to counteract the high rate of descent prior to touchdown.
(iii) Probable variations in wind direction and speed below 50 ft RA may have resulted in a momentary loss of headwind component and, in combination with the early retardation of the thrust levers, and at a weight only just below the maximum landing weight, led to a 20 kt loss in indicated airspeed just prior to touchdown.
A possible contributory cause may have been a reduction in peripheral vision as the aircraft entered the area of the landing flare, resulting in the commander not appreciating the high rate of descent prior to touchdown."

China Airlines and the plane's co-pilot applied for a review of the findings and conclusions of the accident report. In September, 2002, the Chief Executive appointed an independent Board of Review made up of a Principal Magistrate and two overseas expert assessors. Their report completed in December, 2004.
Regarding the causal factors, the Board of Review rejected the part of the causal factor relating to the maximum landing weight in para. (iii) being a possible significant contributing cause to the high rate of descent: "In relation to para. (iii), we are of the view that the reference to aircraft weight is possibly misleading as any increase in drag resulting from the aircraft weight would have been minimal and a heavier aircraft would have more inertia and possibly greater stability in these particular circumstances. Furthermore, the extra fuel carried would have allowed for a wider range of aircraft diversion options, thereby relieving some of the pressures on the crew to avoid a go-around."

Related information/accidents:
Weather - Turbulence/crosswind etc - (no windshear)

Source: (also check out sources used for every accident)

 

» Aircraft Accident Report 1/2004
» Report of the Board of Review on the Accident to Boeing MD-11 B-150 at Hong Kong International Airport on 22 August 1999
 

from this link

  Excluded

The aircraft [PP-VPK], on its second landing attempt in heavy rain and high winds, overran the runway and stopped around 160m from the runway threshold while landing at Natal.

Date: 28 January 2004
Airline: Varig
Flight No.: 7
Aircraft: McDonnell Douglas MD-11
Location: Natal, Brazil
Fatalities: 0:104

  Tritanic = MD series of Trijets (DC-10/MD-10 and MD-11)      Trishaw = Lockheed's L-1011 Tristar