Far Eastern MD82 at Kinmen on Jun 16th 2014, overran runway on landing
Last Update: May 5, 2015 / 16:31:03 GMT/Zulu time
Incident Facts
Date of incident
Jun 16, 2014
Classification
Incident
Flight number
FE-61
Departure
Taipei Songshan, Taiwan
Destination
Kinmen, Taiwan
Aircraft Registration
B-28017
Aircraft Type
McDonnell Douglas MD-82
ICAO Type Designator
MD82
Airport
Kinmen Airport, Shang-I
Airport ICAO Code
RCBS
The airport was closed for about 45 minutes until the aircraft had been towed to the apron.
Taiwan's Aviation Safety Council (ASC) reported on Jun 19th 2014, that the occurrence was rated an accident and an accident investigation has been opened. An investigation team went on site, collected cockpit and flight data recorders, collected other evidence and interviewed crew, air traffic controllers and witnesses.
The airline reported the aircraft landed in strong crosswinds and on a slippery runway, a typhoon caused the bad weather.
On Aug 3rd 2014 the NTSB reported that the ASC has rated the occurrence an incident and opened an investigation, the NTSB have appointed an accredited representative to assist the ASC according to ICAO Annex 13 as State of Design and Manufacture.
On May 5th 2015 Taiwan's ASC released the executive summary of their final report (original report in Chinese) into the occurrence stating that the aircraft did not receive any damage in the overrun (and avoiding both terms incident or accident) and concluding the probable causes of the occurrence were:
Findings related to probable causes probable causes
- The airplane approached and landed with 21 knots right cross wind condition. The airplane did not perform firm landing and had phenomenon of delay landing. After airplane touched down, the flight crew did not retard the throttle to flight idle immediately due to the operations of cross wind correction and trying to keep the aircraft on the runway center line. The flight crew lacked of situational awareness when landed on a wet runway and strong cross wind conditions. The flight crew did not re-extend the spoiler after it was retracted. The flight crew did not apply optimized thrust reversers and maximum brakes in time such that performance of airplane speed reduction was affected after landing. The airplane ran over the end line of runway 06 finally.
Findings related to risk
- In May 2012, a Far Eastern Air Transport MD-82 passenger airplane had a similiar overrun occurrence at Magong airport. To prevent runway overrun occurrence from happening again, Far Eastern Air Transport revised its Flight Operation Manual by adding takeoff and landing distance calculation form and the confirmation of landing distance during approach briefing. The flight crew still unfamiliar with the aforementioned landing distance calculation form, referencing to wrong configuration setting and wrong calculation during summing up the landing distances calculations.
- The airplane touched down 2500 feet from the displaced threshold of runway 06 which closed to the touch down zone critical as specified in the Flight Operation Manual. It might be due to strong cross wind during landing and the flight crew concentrated on the operations kept the airplane on runway center line. Therefore the flight crew did not have time to judge whether the aircraft landed over touch down zone or not.
- When the flight crew checked speed reduction related configuration settings before landing, the flight crew did not call out speed and configuration checks. During glideslope interception phase, the flight crew did not call out those of heading, altitude and slope of miss approach settings. When the aircraft reached decision altitude, the flight crew did not call out landing or go around. After airplane touched down, the pilot monitor neither called out no spoiler nor carried out thrust reverser standard call-out. The omission of this standard call-out procedure might affect subsequent speed reduction.
- Current Far Eastern Air Transport Flight Operation Quality Assurance system operational settings about the monitoring of airplane long flare was different from those specified in the document. Current type of monitoring may not be able to monitor the risk of occurrence of airplane long flare during landing.
The ASC released 11 safety recommendations as result of the investigation, 5 of which had already been accomplished by Far Eastern Air Transport.
The ASC reported the captain (48, ATPL, 5,665 hours total, 2,317 hours on type) was pilot flying, the first officer (53, ATPL, 5,533 hours total, 872 hours on type) was pilot monitoring. While descending towards Kinmen the crew received ATIS indicating visibility of 2800 meters, winds from 170 degrees at 22 knots, wet runway and runway 24 in use. Approach suggested runway 06 based on a recommendation by tower, the crew initially did not respond stating the tail winds were over their limit, then computed the tail wind component and found it did not exceed their limit for runway 06 and thus accepted an ILS approach to runway 06. Upon hand off to tower tower reported the wind from 160 degrees at 19 knots and cleared the aircraft to land on runway 06.
The cockpit voice recorder transcript identified the sound of the spoiler lever being moved into its armed position. About one minute prior to descending through 500 feet AGL the first officer advised the ground was visible, the captain requested wind screen wipers, which were turned to fast by the first officer. Descending through 500 feet AGL the captain disengaged autopilot and autothrust and called out "strong wind and shower of rain". About 45 seconds later the captain called out "Don't retard! Don't retard! Don't retard!", the spoilers activated, 3 seconds after the don't retard calls the captain instructed "throttles closed, Sir, reverse!", 2 seconds the flight data recorder recorded ground mode for 3 seconds then airborne again and ground mode again, the spoilers stowed again and were not manually extended. Reverse thrust increased over 10 seconds with the left engine reaching 1.7 EPR and the right hand engine reaching 2.1 EPR. After passing halfway down the runway the crew applied full reverse thrust and full brakes but was unable to stop the aircraft before running over the runway end and came to a stop in the runway end safety zone.
The investigation established that there had been no techncial fault prior to landing, the aircraft did not collide with any obstacle and remained undamaged.
Metars:
RCBS 160330Z 16020KT 2800 -SHRA FEW005 BKN014 BKN050 26/24 Q1003 NOSIG RMK R06/16020KT A2962(I)=
RCBS 160300Z 16021KT 2800 -SHRA FEW005 BKN014 BKN040 26/24 Q1003 NOSIG RMK R06/16022KT A2963 RA AMT 1.8MM(H)=
RCBS 160236Z 16022KT 2800 -SHRA FEW005 BKN012 BKN045 26/25 Q1003 NOSIG RMK R06/16022KT A2963(G)=
RCBS 160230Z 16020KT 2800 -SHRA FEW005 BKN012 BKN045 26/25 Q1003 NOSIG RMK A2964(F)=
RCBS 160200Z 15020KT 2800 -SHRA FEW005 BKN012 BKN040 26/25 Q1003 NOSIG RMK A2964 RA AMT 0.4MM(E)=
RCBS 160146Z 15018KT 2800 -SHRA FEW005 BKN012 BKN040 25/25 Q1003 NOSIG RMK R06 A2964(D)=
RCBS 160142Z 15018KT 2800 -SHRA FEW005 BKN012 BKN040 25/24 Q1003 NOSIG RMK R06/15018KT A2963(C)=
RCBS 160130Z 15020KT 2800 -SHRA FEW005 BKN012 BKN040 25/24 Q1003 NOSIG RMK R06/15019KT A2964(B)=
RCBS 160115Z 15021KT 2800 -SHRA FEW005 BKN012 BKN040 25/24 Q1003 NOSIG RMK R06/16022KT LOCAL REPORT A2963(A)=
RCBS 160100Z 16021KT 2800 -SHRA FEW005 BKN012 BKN040 25/24 Q1003 NOSIG RMK R06/16022KT A2964 RA AMT 1.6MM(Z)=
RCBS 160030Z 17022KT 2800 -SHRA FEW005 BKN012 BKN035 25/24 Q1004 NOSIG RMK R06/16022KT A2965(Y)=
RCBS 160000Z 18026KT 2800 -SHRA FEW005 BKN012 BKN035 25/24 Q1003 RESHRA NOSIG RMK R06/17025KT A2964 RA AMT 2.8MM(X)=
RCBS 152348Z 18026KT 2500 -SHRA FEW005 BKN012 BKN035 26/25 Q1003 NOSIG RMK R06/18025KT A2964(W)=
RCBS 152341Z 16025KT 2500 -SHRA FEW005 BKN012 BKN035 26/25 Q1004 RESHRA NOSIG RMK A2965(V)=
RCBS 152330Z 14016KT 1800 SHRA FEW005 BKN008 BKN035 26/26 Q1003 NOSIG RMK A2964(U)=
RCBS 152324Z 14016KT 1800 SHRA FEW005 BKN008 BKN035 26/26 Q1003 NOSIG RMK A2964(T)=
RCBS 152300Z 14015KT 3500 -RA FEW005 BKN010 BKN040 26/26 Q1003 NOSIG RMK A2964(S)=
RCBS 152230Z 14015KT 4000 -RA FEW005 BKN010 BKN040 26/26 Q1003 NOSIG RMK A2964(R)=
RCBS 152200Z 16015KT 4500 -RA FEW005 BKN010 BKN040 26/26 Q1003 NOSIG RMK A2962(Q)=
RCBS 152130Z 16013KT 3500 -RA FEW005 BKN010 BKN025 25/25 Q1003 NOSIG RMK A2962(P)=
Incident Facts
Date of incident
Jun 16, 2014
Classification
Incident
Flight number
FE-61
Departure
Taipei Songshan, Taiwan
Destination
Kinmen, Taiwan
Aircraft Registration
B-28017
Aircraft Type
McDonnell Douglas MD-82
ICAO Type Designator
MD82
Airport
Kinmen Airport, Shang-I
Airport ICAO Code
RCBS
This article is published under license from Avherald.com. © of text by Avherald.com.
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