Red Wings T204 at Novosibirsk on Dec 20th 2012, runway excursion on landing

Last Update: January 14, 2013 / 14:21:30 GMT/Zulu time

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Incident Facts

Date of incident
Dec 20, 2012

Classification
Incident

Cause
Runway excursion

Airline
Red Wings

Flight number
WZ-123

Departure
Moscow Vnukovo, Russia

Destination
Novosibirsk, Russia

Aircraft Registration
RA-64049

Aircraft Type
TUPOLEV Tu-214

ICAO Type Designator
T204

A Red Wings Tupolev TU-204, registration RA-64049 performing flight WZ-123 from Moscow Vnukovo to Novosibirsk (Russia) with 59 passengers and 8 crew, landed on Novosibirk's runway 25 at 18:11L (11:11Z) but overran the end of the runway (length 3600 meters/11800 feet). No injuries occurred. The passengers disembarked via stairs and were taken to the terminal. The aircraft received damage to all right hand main gear tyres and all nose gear tyres.

The West Siberian Transportation Prosecutor opened an investigation into the occurrence.

The airport reported the aircraft overran the end of the runway by about 250 to 300 meters/820-1000 feet and came to a stop beyond the runway end safety area on soft ground.

The airport is continuing normal operation utilizing the second runway 16/34, which also features 3600 meters/11800 feet length but requires substantially longer taxi times and currently has no operative PAPIs.

Rosaviatsia reported on Dec 21st that the aircraft overran the end of the runway by 350 meters/1150 feet, all 4 tyres on the right hand main gear and both forward left main gear tyres were destroyed. An investigation commission has been established.

On Dec 29th 2012 it became known after another TU-204 overran the runway at Moscow Vnukovo, see Accident: Red Wings T204 at Moscow on Dec 29th 2012, overran runway on landing, that on Dec 28th Rosaviatsia had alerted the aircraft manufacturer Tupolev of a brakes malfunction as cause of the overrun at Novosibirsk. In a letter dated Dec 24th 2012 Rosaviatsia demanded with reference to this overrun that all operators of Tupolev TU-204 should perform an extra lubrication to grease the drive mechanism limit switches that are crimped onto the main landing shock absorber before next departure.

On Dec 31st 2012 Rosaviatsia released a modification to aircraft operations manual requiring flight crew to apply reverse thrust only if the engine is operating (stating application of reverse thrust is prohibited on a malfunctioning engine). To apply reverse thrust the engine should be pulled to idle for 1-2 seconds, then command reverse thrust at minimum thrust, verify yellow "thrust reverser unlocked" followed by green "REV" indications appear, only then apply high reverse thrust. Rosaviatsia reported there have been a number of cases where the green "REV" indication did not appear (editorial note: there have been rumours since this overrun, that the crew had applied reverse thrust, the reverser however had not opened and at least one of the engine was delivering full forward thrust instead).

On Jan 13th 2013 Rosaviatsia enhanced the airworthiness directive released on Dec 31st 2012 demanding operators to check their TU-204 aircraft for proper fitting of cam locks on the thrust reversers. If there are gaps corrective adjustments according to maintenance manuals are to be made. Verify the thrust lever locks preventing maximum reverse thrust application without thrust reversers in their deployed position are working properly by gently releasing the fluid pressure in the reverser accumulator and apply minimum reverse thrust. Apply intermediate reverse thrust and check the locks have engaged. Adjust the maximum position of the levers with the lock engaged according to manual. Report all findings, positive or negative, to Rosaviatsia at the latest on Jan 16th 2013.

Related NOTAMs:
A5161/12 - RWY 25/07 CLSD FOR ALL ACFT TYPES DUE TO TECR. 20 DEC 15:17 2012 UNTIL 20 DEC 18:00 2012. CREATED: 20 DEC 15:20 2012

A5068/12 - RWY 16/34 PAPI NOT TO BE USED. 14 DEC 08:20 2012 UNTIL 24 DEC 23:59 2012. CREATED: 14 DEC 08:42 2012

Metars:
UNNT 201230Z 18001MPS 6000 SCT015 BKN200 M33/M37 Q1054 NOSIG RMK QFE780/1040 16490155
UNNT 201200Z 17003MPS CAVOK M33/M37 Q1053 NOSIG RMK QFE779/1039 16490155
UNNT 201130Z 17003MPS CAVOK M32/M36 Q1053 NOSIG RMK QFE779/1039 16490155
UNNT 201100Z 17002MPS 9999 FEW016 BKN200 M29/M33 Q1052 NOSIG RMK QFE779/1039 25490155
UNNT 201030Z 18002MPS 9999 -SN SCT015 OVC200 M28/M32 Q1052 NOSIG RMK QFE778/1038 25490155
UNNT 201000Z 17002MPS 9999 -SN SCT020 BKN200 M28/M32 Q1051 NOSIG RMK QFE778/1037 25490155
UNNT 200930Z 17001MPS 9999 SCT020 BKN200 M28/M32 Q1051 NOSIG RMK QFE778/1037 25490155
UNNT 200900Z 16002MPS 9999 -SN SCT016 BKN200 M28/M32 Q1050 NOSIG RMK QFE777/1036 25490155
UNNT 200830Z 17002MPS 9999 -SN SCT016 BKN200 M27/M31 Q1049 NOSIG RMK QFE777/1036 25490155
UNNT 200800Z 17002MPS 7000 -SN SCT020 BKN200 M27/M31 Q1049 NOSIG RMK QFE776/1035 25490155