|
|
|
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 |