Eastern Air Lines B737 at New York on Oct 27th 2016, overran runway on landing long

Last Update: September 22, 2017 / 14:04:53 GMT/Zulu time

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Incident Facts

Date of incident
Oct 27, 2016

Classification
Incident

Aircraft Registration
N278EA

Aircraft Type
Boeing 737-700

ICAO Type Designator
B737

Airport ICAO Code
KLGA

An Eastern Air Lines Boeing 737-700, registration N278EA performing charter flight EAL-3452 from Fort Dodge,IA to New York La Guardia,NY (USA) with 37 people on board, landed on La Guardia's runway 22 in rain and reduced visibility at 19:40L (23:40Z), however, overran the end of the runway, was slowed by the runway arrestor bed (EMAS) and came to a stop about 60 meters/200 feet past the runway end and about 40 meters/130 feet to the right of the extended runway center line. One occupant received minor injuries, the aircraft received minor if any damage.

The FAA reported one occupants received minor back injuries when the aircraft landed long and went off the runway into the overrun area. The damage to the aircraft is being assessed.

Preliminary radar data suggest the aircraft was on a normal approach profile descending through 250 feet AGL at 135 knots over ground, after touch down was still doing 132 knots over ground about 1400 meters/4600 feet past the runway threshold with about 700 meters/2300 feet of runway remaining.

Ground observers reported it was raining hard at the time of touch down, water was splashing everywhere from the aircraft.

The aerodrome was closed for about 40 minutes as result of the occurrence, the runway 04/22 was closed until about 04:00L the following day for about 8:20 hours until the aircraft was removed from the runway.

The NTSB have opened an investigation and dispatched investigators on site.

The aircraft had been chartered for one of the US presidential election campaigns and was carrying one of the candidates to become vice president.

On Nov 22nd 2016 the NTSB reported that the aircraft had accumulated 48,179 flight hours in 17,098 flight cycles. The cockpit voice and flight data recorder were recovered by the NTSB, both recorders were downloaded and contained data in good quality. The flight crew reported they acquired visual contact with the runway at 700 feet AGL, the landing followed a stable approach, however, the aircraft was floating during the landing flare and touched down about 3000 feet down the runway, the speed brakes were manually deployed about 4 seconds after touch down, thrust reversers were activated 7 seconds after touch down. There was no anomaly with the aircraft and no abnormal braking action, the NTSB commented this was corroborated by the flight data recorder. The NTSB interviewed the flight crews of 4 flights landing prior to the occurrence aircraft, none of the crews reported any problems with the braking action on the wet runway.

On Jun 1st 2017 the NTSB opened their docket into the accident.

On Aug 2nd 2017 the NTSB released their factual report reporting the first officer (49,ATPL, 6,200 hours total, 225 hours on type) was pilot flying, the captain (58, ATPL, 20,638 hours total, 3000 hours on type thereof 202 in command) was pilot monitoring. The first officer briefed for an ILS approach runway 13 with flaps 30 and autobrake setting of 3. The captain clarified that runway 22 was in use for landings (and runway 13 for departures), the briefing then, using the same configuration, was done for runway 22. Vref was computed at 137 KIAS, weather reports indicated visibility of 3nm in rain, ceiling 900 feet broken, overcast 1500 feet, wind from 120 degrees at 9 knots.

The crew discussed that the automatic speedbrakes had been deactivated two days prior to the occurrence.

On passing the final approach fix the aircraft was fully configured for landing, flaps set to 30 degrees and landing gear lowered.

The aircraft performed the approach on autopilot, after becoming visual with the approach lights the first officer disconnected the autopilot at 300 feet, immediately after the autopilot was disconnected the aircraft began to veer above the glidepath. The NTSB wrote the aircraft "crossed the threshold at a height consistent with the threshold crossing height of the VGSI, which was not coincident with the glide slope beam." After the automated "Twenty" call the captain called "down", following the "Ten" automated call the captain called "down down down down you're three thousand feet remaining", the aircraft touched down, no callout of spoilers or reverse thrust occurred after touch down.

FDR data suggest the aircraft crossed the runway threshold at 66 feet AGL and 750 fpm rate of descent, about 2500 feet past the runway threshold the rate of descent had decreased to 0. The aircraft finally touched down 4242 feet past the runway threshold, the runway was 7001 feet long. The captain extended the speed brakes manually about 4.5 seconds after main gear touchdown, maximum reverse thrust was commanded a further 1650 feet down the runway/past the touch down point. The aircraft entered the EMAS at about 35 knots over ground.

The aircraft sustained blade damage to the left engine due to ingestion of EMAS materials, the tyres received cuts in addition to normal wear, EMAS materials were found in various locations of the aircraft. Wire support damage was found on the gear struts, there was damage to the thrust reverser sleeves and blocker doors.

The NTSB reported that according to computations the aircraft could have stopped with all gear remaining within the runway surface had the spoilers been extended within 1 second after touchdown and maximum reverse thrust been commanded within 2 seconds after touchdown.

The NTSB annotated that the CVR revealed that below 10,000 feet there had been discussions amongst the flight crew not pertinent to the flight in violation of the sterile cockpit environment.

On Sep 22nd 2017 the NTSB released their final report concluding the probables cause of the accident were:

The first officer's failure to attain the proper touchdown point and the flight crew's failure to call for a go-around, which resulted in the airplane landing more than halfway down the runway. Contributing to the incident were, the first officer's initiation of the landing flare at a relatively high altitude and his delay in reducing the throttles to idle, the captain's delay in manually deploying the speed brakes after touchdown, the captain's lack of command authority, and a lack of robust training provided by the operator to support the flight crew's decision-making concerning when to call for a go-around.

Related NOTAMs:
10/173 (A2475/16) - RWY 04/22 SAFETY AREA RUTS SW END. 28 OCT 07:48 2016 UNTIL 02 DEC 23:59 2016 ESTIMATED. CREATED: 28 OCT 07:48 2016

10/172 (A2474/16) - RWY 22 ENGINEERED MATERIALS ARST SYSTEM OUT OF SERVICE. 28 OCT 07:44 2016 UNTIL 09 DEC 23:59 2016 ESTIMATED. CREATED: 28 OCT 07:44 2016

10/170 (A2473/16) - RWY 04/22 RWY STATUS LGT SYSTEM U/S. 28 OCT 04:07 2016 UNTIL 04 NOV 23:59 2016. CREATED 28 OCT 04:08 2016

10/168 (A2471/16) - RWY 22 ALS U/S. 28 OCT 02:07 2016 UNTIL 29 OCT 23:59 2016. CREATED: 28 OCT 02:08 2016

10/167 (A2470/16) - RWY 22 PAPI U/S. 28 OCT 01:41 2016 UNTIL 29 OCT 23:59 2016. CREATED: 28 OCT 01:42 2016

10/166 (A2469/16) - NAV ILS RWY 22 GP U/S. 28 OCT 01:37 2016 UNTIL 29 OCT 23:59 2016. CREATED: 28 OCT 01:38 2016

10/163 LGA RWY 04/22 CLSD 1610280030-1610281800

10/162 LGA AD AP CLSD 1610272349-1610281200

Metars:
KLGA 280126Z 04007KT 2 1/2SM RA BR OVC007 13/12 A3003 RMK AO2 SFC VIS 3 P0007 T01330122 $
KLGA 280105Z 04008KT 2SM -RA BR BKN009 OVC015 14/12 A3005 RMK AO2 SFC VIS 3 P0005 T01390122 VISNO R22 SW $
KLGA 280115Z 05008KT 2SM -RA BR FEW005 OVC010 13/12 A3004 RMK AO2 SFC VIS 3 P0005 T01330122 $
KLGA 280053Z 06011KT 2SM +RA BR SCT007 OVC011 14/12 A3006 RMK AO2 SFC VIS 2 1/2P0003 T01390122 $
KLGA 280051Z 06010KT 3SM +RA BR BKN007 OVC011 14/12 A3006 RMK AO2 SFC VIS 4 SLP178 P0031 T01390122 $
KLGA 280029Z 03011KT 3SM +RA BR OVC007 13/12 A3007 RMK AO2 SFC VIS 5 P0015 T01330117 $
KLGA 280009Z 09007KT 3SM -RA BR OVC009 13/12 A3009 RMK AO2 SFC VIS 5 P0005 T01330122 $
KLGA 272351Z 10010G15KT 3SM RA BR OVC010 13/12 A3010 RMK AO2 SFC VIS 4 SLP192 P0032 60061 T01330117 10139 20072 58018 $
KLGA 272251Z 09009KT 3SM RA BKN009 OVC015 13/11 A3014 RMK AO2 SFC VIS 4 SLP205 P0014 T01330106 $
KLGA 272247Z 10010KT 3SM RA BR BKN009 OVC015 13/11 A3014 RMK AO2 SFC VIS 4 P0012 $
KLGA 272226Z 10008KT 3SM RA BKN015 OVC022 14/11 A3014 RMK AO2 SFC VIS 4 P0006 T01390106 VISNO R22 SW $
KLGA 272217Z 11010KT 3SM +RA BKN013 OVC018 13/11 A3015 RMK AO2 SFC VIS 4 P0004 T01330106 VISNO R22 SW $
KLGA 272151Z 07007G18KT 3SM RA BR FEW015 OVC020 10/08 A3015 RMK AO2 SFC VIS 4 SLP210 P0011 T01000083 $
KLGA 272051Z 06009KT 7SM -RA BKN021 OVC028 08/07 A3020 RMK AO2 SLP226 P0001 60004 T00830067 57014 $
KLGA 271951Z 07008KT 10SM -RA SCT028 OVC034 08/06 A3024 RMK AO2 CIG 029 R22 SW SLP240 P0000 T00830056 $
Aircraft Registration Data
Registration mark
N278EA
Country of Registration
United States
Date of Registration
Manufacturer
BOEING
Aircraft Model / Type
737-7L9
Number of Seats
ICAO Aircraft Type
B737
Year of Manufacture
Serial Number
Aircraft Address / Mode S Code (HEX)
Engine Count
Engine Manufacturer
Engine Model
Engine Type
Pounds of Thrust
Main Owner
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Incident Facts

Date of incident
Oct 27, 2016

Classification
Incident

Aircraft Registration
N278EA

Aircraft Type
Boeing 737-700

ICAO Type Designator
B737

Airport ICAO Code
KLGA

Photos

Photo from NTSBgov
NEW YORK (Oct. 28, 2016) – National Transportation Safety Board investigators document information and gather evidence about Thursday night’s runway excursion of an Eastern Air Lines Boeing 737-700, at New York LaGuardia Airport. No injuries were reporte (Photo credit: NTSBgov / Flickr / License: Public Domain)
Photo from NTSBgov
NEW YORK (Oct. 28, 2016) – National Transportation Safety Board investigators document information and gather evidence about Thursday night’s runway excursion of an Eastern Air Lines Boeing 737-700, at New York LaGuardia Airport. No injuries were reporte (Photo credit: NTSBgov / Flickr / License: Public Domain)
Photo from NTSBgov
NEW YORK (Oct. 28, 2016) – National Transportation Safety Board investigators document information and gather evidence about Thursday night’s runway excursion of an Eastern Air Lines Boeing 737-700, at New York Laguardia Airport. No injuries were reporte (Photo credit: NTSBgov / Flickr / License: Public Domain)
Photo from NTSBgov
NTSB releases photos of the Flight data recorder (left) and Cockpit Voice Recorder (right) from airplane involved in the LaGuardia runway excursion investigation. (Photo credit: NTSBgov / Flickr / License: Public Domain)

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