MIAT B738 at Khovd on May 3rd 2016, rejected takeoff due to runway excursion

Last Update: March 24, 2020 / 23:58:54 GMT/Zulu time

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Incident Facts

Date of incident
May 3, 2016


Flight number

Aircraft Registration

Aircraft Type
Boeing 737-800

ICAO Type Designator

A MIAT Mongolian Airlines Boeing 737-800, registration EI-CXV performing flight OM-7056 from Khovd to Ulaanbaatar (Mongolia) with 100 passengers and 11 crew, was accelerating for takeoff from Khovd when the aircraft went over soft ground creating a huge cloud of dust. The crew rejected takeoff at low speed and stopped the aircraft. There were no injuries, the aircraft received damage.

The aircraft is still on the ground in Khovd a week later.

The airline reported the crew lost directional control at about 60 knots and rejected takeoff. The flight was cancelled due to the necessary maintenance, the passengers were rebooked onto the next two Aeromongolia flights the following morning. An investigation has been opened into the occurrence.

Passengers reported the aircraft was accelerating when it entered a dirt track raising a huge cloud of dust so that they could not see anything outside of the aircraft anymore.

Ground observers reported the aircraft was accelerating for takeoff from Khovd when the aircraft disappeared in a huge cloud of dust.

Khovd Airport, located 610nm west of Ulaanbaatar, features a runway 16/34 of 2850 meters/9350 feet length.

Mongolia's AAIB released their final report in Mongolian only (Editorial note: to serve the purpose of global prevention of the repeat of causes leading to an occurrence an additional timely release of all occurrence reports in the only world spanning aviation language English would be necessary, a Mongolian only release does not achieve this purpose as set by ICAO annex 13 and just forces many aviators to waste much more time and effort each in trying to understand the circumstances leading to the occurrence. Aviators operating internationally are required to read/speak English besides their local language, investigators need to be able to read/write/speak English to communicate with their counterparts all around the globe).

The AAIB concludes the probable cause was:

The aircraft went off runway 34 when the crew stepped into the left rudder pedal causing the aircraft to turn left. Nose wheel steering and wheel brakes were not used to prevent the aircraft from going off the runway.

Contributing factors were:

- Lack of company policy in the flight operations manual with respect to cross wind takeoffs
- Substantial lateral forces due to windy conditions at an aerodrome in high mountaineous terrain
- Realistic wind speed and wind direction indications could not be reported because the automatic wind observation system at the threshold runway 34 was not installed
- Low aircraft weight with aft CG
- Slope of runway 34 is 1.6%
- The flight crew rejected takeoff however did not follow the appropriate procedures
- Takeoff in intermittent winds with insufficient training and experience

The engine damage was caused by:

- Aircraft out of runway and out of direction
- Reversers not used to suit the situation
- A runway safety strip is required but was not available due to lack of compliance

The captain (47, ATPL, 9,442 hours total, hours on type could not be determined from the logbooks) was pilot flying, the first officer (48, CPL, total hours and hours on type not determined, logbook was not presented) was pilot monitoring. The investigation attempted to determine the experience of the first officer based on alternative methods and assumes an experience of 4,800 hours on type.

The crew had backtracked runway 34, lined the aircraft up runway 34 for departure in a right hand turn and performed a rolling takeoff. Ailerons are deflected to the left into the wind, elevator input is neutral, the rudder pedal is deflected to the right to compensate for crosswind, the aircraft accelerates along the runway center line. At about 60 knots the right hand rudder pressure is released followed by a left rudder input, the aircraft turns to the left about 440 meters down the runway, 610 meters down the runway the left main gear, 650 meters down the runway the nose gear and 675 meters down the runway the right main gear departed the left runway edge onto soft ground, until then there is no evidence of any braking on runway or FDR, the right main gear collided with a runway edge light and destroyed it, a large right rudder input occurred, the takeoff was rejected, the thrust reversers temporarily opened, the aircraft turned right, returned onto the runway surface with the right main gear 784 meters down the runway, nose gear 806 meters and left main gear 820 meters down the runway, the aircraft now drifts to the right edge of the runway, 963 meters down the runway the right main gear departs the paved surface to the right, a large left rudder input occurred and the right main gear returns onto the runway 1028 meters down the runway. The aircraft stopped 1080 meters down the runway.

The AAID analysed that the takeoff mass was 64,395 kg according to the loadsheet, the CG was at 25% MAC, within permitted limits for takeoff. The stabilizer setting at at 4.7 units, 0.2 units off the correct setting. According to the load sheet the nose wheel would have carry a mass of 4,186kg with the maingear supporting 60,209kg. A Boeing simulation of the occurrence determined however, that the CG was at 29% MAC (within limits), the nose wheel carried a load of only 3,542kg with the main gear supporting 60,853kg. According to the Boeing flight operations manual a forward CG should be achieved for operations in strong winds, a mass between 5,000 and 7,000kg on the nose wheel is recommended.
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Incident Facts

Date of incident
May 3, 2016


Flight number

Aircraft Registration

Aircraft Type
Boeing 737-800

ICAO Type Designator

This article is published under license from Avherald.com. © of text by Avherald.com.
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