Sriwijaya Air B732 at Jambi on Aug 27th 2008, runway overrun
Last Update: September 10, 2015 / 22:10:46 GMT/Zulu time
Incident Facts
Date of incident
Aug 27, 2008
Classification
Accident
Aircraft Type
Boeing 737-200
ICAO Type Designator
B732
When the aircraft approach for runway 31, the Loss of Hydraulic System A occurred at approximately at 1600 feet. At this stage, there was sufficient time for pilots to conduct a missed approach and review the procedures and determine all the consequences prior to landing the aircraft.
- The smooth touchdown with a speed 27 kts greater than Vref and the absence of speed brake selection, led to the aircraft not decelerating as expected.
The NTSC reported the captain (36, ATPL, 7,794 hours total, 6,238 hours on type) was pilot flying, the first officer (34, CPL, 5,254 hours total, 4,143 hours on type) was pilot monitoring.
The left hand engine's (JT8D) driven generator was inoperative, the aircraft was dispatched under MEL requirements, the APU generator was used in flight.
The crew briefed for a landing on Jambi's runway 31 using flaps at 40 degrees, the go around procedure was briefed as well.
The crew was informed that the winds were calm, there was rain over the aerodrome and low cloud in the approach path to runway 31.
The crew positioned the aircraft for a VOR approach to runway 31, intercepted the final approach about 8nm from the VOR, selected flaps to 5, gear down, subsequently flaps to 15 degrees. Descending through 1600 feet, about 13 seconds after flaps 15 were selected, the crew noticed a hydraulic system A low pressure indication, the hydraulic system A quantity indicators showed zero. The captain called for the landing speeds with flaps 15, the first officer reported a threshold speed of 134 KIAS, the captain decided to continue the approach and advised he would fly slightly below the glidepath to get more distance for the landing roll.
The aircraft touched down normally on runway 31, the captain had difficulty however to engage the thrust reversers and applied manual braking, but felt little deceleration followed by a gradual loss of deceleration. The first officer also applied braking after the captain commented about the brakes. The aircraft drifted to the right of the runway center line about 200 meters before the runway end, went past the runway end and came to a stop about 120 meters past the runway end in a rice field 6 meters below the runway level after hitting three farmers working on the field and fatally injuring one and seriously injuring the other two.
The flight crew initiated the emergency ground procedures, the flight attendants, who had noticed a strong impact, were waiting for an evacuation command from the cockpit. The flight crew found the shut off levers could not be moved, nor could they pull the fire handles of engines and APU. The communication systems were all out of service including the communication to the cabin. The passengers, without instruction from flight or cabin crew, began to evacuate through the right overwing emergency exit, cabin crew subsequently executed the emergency evacuation procedure, too.
The left aft cabin door was blocked by the detached left main gear, the door could not be opened. All passengers and finally the crew left the aircraft, a company engineer subsequently entered the cockpit and shut down the APU which was still running.
The aircraft received substantial damage, both engines had detached, all gear had detached from the aircraft, the radome had detached as well.
The NTSC reported that the solid state flight data and cockpit voice recorders were recovered and downloaded, the FDR revealed the aircraft touched down at a speed of 165 KIAS.
The NTSC analysed that cause of the loss of the hydraulic system A could not be determined. The loss of the hydraulic system A at 1600 feet MSL meant however, that the ground spoilers were inoperative, the thrust reversers would deploy at a slower rate than normal, inboard brakes would have accumulator pressure only and the nose wheel steering would be inoperative. The crew briefly discussed the hydraulic failure, however, there was no discussion of a go-around although the remaining fuel endurance was two hours giving the crew at least one hour to work the related checklists.
The NTSC stated: "As a consequence from the loss of hydraulic system A, there were several systems inoperative which reduced the landing performance of the aircraft. However, the pilots did not refer to the QRH which would have assisted them with the details of procedures and steps required, nor were there discussions with all crew members as required using CRM principles before the decision to land was made."
The NTSC analysed that with the loss of hydraulic system A and flaps at 15 degrees the landing distance required at the computed Vref of 138 KIAS was 5,276 feet with 7,283 feet landing distance available, a landing was thus possible. However, the aircraft crossed 500 feet AGL at 171 KIAS and touched down at 165 KIAS, which substantially increased the landing distance needed. The aircraft came to a stop 2,020 meters/6,625 feet after touch down. Computation for a landing at 165 KIAS resulted in a landing distance required of 8,606 feet.
Incident Facts
Date of incident
Aug 27, 2008
Classification
Accident
Aircraft Type
Boeing 737-200
ICAO Type Designator
B732
This article is published under license from Avherald.com. © of text by Avherald.com.
Article source
You can read 2 more free articles without a subscription.
Subscribe now and continue reading without any limits!
Read unlimited articles and receive our daily update briefing. Gain better insights into what is happening in commercial aviation safety.
Send tip
Support AeroInside by sending a small tip amount.
Related articles
AeroInside Monthly Aviation Safety Review September 2024
September 2024 was a busy month in aviation safety. Please find our summary below.All in all, 82 new articles have been published during last month.…
GO Pro Alternatives For Pilots
Introduction Among all the important things that can be recorded as important in the world of aviation is the necessity to capture high-quality…
Tips for Fast-Tracking Your Aviation Career as a College Student
Aviation is one of the most rewarding careers, so it’s understandable that, as a passionate student, you would want to accelerate your journey.…
AeroInside Monthly Aviation Safety Review August 2024
August 2024 was a busy month in aviation safety. Please find our summary below.All in all, 99 new articles have been published during last month. Out…
Careers in Aviation: How Education Shapes Sky Professionals
Image by jcomp on Freepik Aren’t we all dreaming about an aviation career as children? To be honest, not really. Some of us have a fear of…
Newest articles
Fleet type match
TUIfly B738 at Heraklion on Oct 7th 2024, unusual runway contact
A TUIfly Boeing 737-800, registration D-ATUF performing flight X3-4106 from Hanover (Germany) to Heraklion (Greece), landed on Heraklion's runway 27…
Fleet type match
Sunexpress B38M at Izmir on Oct 4th 2024, jammed elevator
A Sunexpress Boeing 737-8 MAX, registration TC-SMD performing flight XQ-9282 from Izmir to Diyarbakir (Turkey), was climbing out of Izmir's runway…
Subscribe today
Are you researching aviation incidents? Get access to AeroInside Insights, unlimited read access and receive the daily newsletter.
Pick your plan and subscribePartner
A new way to document and demonstrate airworthiness compliance and aircraft value. Find out more.
ELITE Simulation Solutions is a leading global provider of Flight Simulation Training Devices, IFR training software as well as flight controls and related services. Find out more.
Your regulation partner, specialists in aviation safety and compliance; providing training, auditing, and consultancy services. Find out more.
AeroInside Blog
Popular aircraft
Airbus A320Boeing 737-800
Boeing 737-800 MAX
Popular airlines
American AirlinesUnited
Delta
Air Canada
Lufthansa
British Airways