|Title:||Loss of directional control on landing, McDonnell Douglas MD-82, PK-LMM, Hassamuddin Airport, Indonesia, 31 October 2003|
|Micro summary:||This MD-82 lost directional control on landing.|
|Event Time:||2003-10-31 at 0737 UTC|
|Publishing Agency:||National Transportation Safety Committee (NTSC)|
|Site of event:||Makassar runway 13|
|Departure:||Pattimura Airport, Ambon, Indonesia|
|Destination:||Hasanuddin International Airport, Ujung Pandang, Indonesia|
|Airplane Type(s):||McDonnell Douglas MD-82|
|Type of flight:||Revenue|
|Executive Summary:||FACTUAL INFORMATION |
On 31 October 2003, JT – 787 / PK- LMM was on flight from Ambon to Makassar , it was scheduled and normal flight. Before landing at Makassar, PK LMM conducted approach using ILS R/W 13 with slight rain weather condition visibility 4 km, wind speed and direction variable (050 / 7-8 knots according PF Nav. displayed), runway visually insight after aircraft established localizer runway 13. Altitude 2000 ft (± 10 nautical mile according to Distance Measuring Equipment ILS runway 13). Landing weight : 118.000 lbs. At 07.35 Z, aircraft landed normal positively at touch down zone runway 13 followed by deployment of spoiler automatically and engine thrust reversers (L/R) ± 1.4 EPR.
The deceleration process of the aircraft was normal during landing roll out until the aircraft speed reach 80-60 knots. After passing intersection taxiway Charlie (C), aircraft slowly drifted to the right hand side of centerline runway 13, pilot flying (PF) try to recycle reverses and brought to maximum value about 2.0 EPR followed by pushing left hand rudder to counteract.
The aircraft continuously drifted slowly to right hand side of runway 13 even tough manual braking was done by the both pilot simultaneously (maximum braking). After all the actions seems useless PF ask to PNF to command “BRACE FOR IMPACT” through public address. The aircraft rested to complete stop after right hand main gear sank into the grass its about 1 meter of right hand edge of the runway. Nose landing gear and left hand landing gear are stayed on the runway surface.
Check list on ground emergency evacuation performed by pilot not flying (PNF), meanwhile PF tried to kept two way communication with ATC to told that JT 787 need assistant and would be evacuate passenger on runway. After all check list have been perform by PNF, PF instructed cabin attendant through public address mentioned that emergency situation are terminated and no need of evacuation required.
Flight attendant - 1 came to cockpit, received instruction to check all passenger condition quickly and reported that everything are under control. Through pilot not flying (PNF) given command to (disarm slide bar) and gave information for passenger to leave the aircraft from door L1 and joint with rescue team. According the regulation PF with PNF filled up some form report at Briefing Office. Both pilots were proceed to Lion Office at main terminal building to joint with rest of the crew.
Based on the interviewed, the crew stated that :
• Wind speed and direction were variable (direction, speed 7-8 knots according to PF navigation displayed, aircraft landed normal positively at touch down zone of runway 13 followed by automatic deployment of spoiler and engine thrust reversers (L/R) ± 1.4 EPR (Fig.1)
• The deceleration process of the aircraft was normal from the beginning until the aircraft speed reached 60-80 knots. After passing intersection with taxiway Charlie (C) then the aircraft slowly drifted to the right hand side of centerline runway 13 and then the pilot flying (PF) tried to recycle the reverser and increase it to maximum value about 2.0 EPR followed by stepping left hand rudder to counteract.(Fig.2)
The slippery runway and crosswind had drifted the aircraft, while counter action of pilot which was not follow the procedure in the AOM, had fail to brought the aircraft back to centerline.
As a result of this occurrence, National Transportation Safety Committee issues the following safety recommendation:
Landing incidents, especially overruns on wet runway which has repeatedly occurred in Hassanuddin airport shown similar characteristics. These incident indicate a serious deficiency in the pilots airmanship during landings under adverse weather condition. Referring to the analysis, NTSC recommendation are addressed to the airline operator to provide the flight crews with additional training for landings on slippery runway and use of engines reverses on such condition.
|Learning Keywords:||Operations - Evacuation|
|Operations - Runway Excursion|
|Operations - Slippery Runway, Taxiway, Apron|
|Operations - Upset - Uncommanded or excessive Yaw|
|Close match:||Accident involving aircraft SE-DMX, 9 March 1997, Kiruna airport, BD county, Sweden|
|Runway Departure Following Landing, American Airlines Flight 102, McDonnell Douglas DC-10-30, N139AA, Dallas/Fort Worth International Airport, Texas, April 14, 1993|
|Runway overrun, Continental Air Lines, Inc., McDonnell-Douglas DC-10-10, N68045, Los Angeles, California, March 1, 1978|
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