|Title:||Runway overrun Onur Air, Runway overrun after rejected take-off of the Onur Air MD-88, registration TC-ONP, at Groningen Airport Eelde on 17 June 2003|
|Micro summary:||This MD-88 overran the runway on takeoff after experiencing a configuration warning.|
|Event Time:||2003-06-17 at 0722 UTC|
|Publishing Agency:||The Dutch Safety Board|
|Publishing Country:||The Netherlands|
|Site of event:||Groningen Airport Eelde|
|Departure:||Groningen Airport Eelde, Groningen, Netherlands|
|Destination:||Dalaman Airport, Dalaman, Turkey|
|Airplane Type(s):||Boeing McDonnell Douglas MD-88|
|Type of flight:||Revenue|
|Executive Summary:||The captain stated that after the aircraft was lined up on runway 23 the take-off was initiated. After the throttles were advanced, the stabilizer warning sounded. The throttles were retarded and the aircraft stopped. The captain stated that the aircraft had moved five to six meters before it stopped. Eyewitnesses reported that 50 to 150 meters were used before the take-off run was resumed. One eyewitness estimated the used distance as 90 meters, approximately twice the length of the aircraft. Flight data recorder (FDR) data revealed that the aircraft entered the runway and initiated the takeoff. After the aircraft stopped, the distance travelled was approximately 25 meters. |
On the runway checks were performed. FDR data indicated a stabilizer position change from 6.8 to 7.2 degrees aircraft nose up (ANU). Thereafter the crew initiated a static engine spin-up. Again the stabilizer warning sounded. The crew released the brakes and started the take-off roll. From the CVR it is derived that during the entire take-off roll the warning sounded continuously.
When attempting to rotate the captain experienced a heavy elevator control force. The captain stated that he needed much more than normal back pressure on his control column to lift the nose. He felt it was impossible to make the take-off, and as the nose did not rise he decided to reject the take-off. Post accident analysis revealed that the rejection was initiated at 128 knots.
Both pilots stated that during rejection brakes and reversed engine thrust had been applied, which is confirmed by the FDR readout. The aircraft overran the runway end with a speed of approximately 75 knots. During the deceleration in the soft soil, it hit the approach lighting system, including the concrete structures embedded in the ground. It came to a stop approximately 100 meters beyond the runway end. There was no fire. All occupants evacuated the aircraft safely. Some of them returned to the aircraft and re-entered it, to pick up their belongings. In addition, the pilots remained on board and only left the aircraft when instructed to do so by the fire brigade.
The crew resumed the take off and continued whilst the take off configuration warning, as a result of the still incorrect stabilizer setting, reappeared.
The actual center of gravity during take-off (TO-CG) was far more forward than assumed by the crew. As a consequence the horizontal stabilizer was not set at the required position for take-off.
The far more forward TO-CG - contributed to an abnormal heavy elevator control force at rotation and made the pilot to reject the take-off beyond decision speed. This resulted in a runway overrun.
By design the aircraft configuration warning system does not protect against an incorrect TO- CG insert.
The aircraft was not equipped with a weight and balance measuring system.
Deviations of operational factors accumulated into an unfavorable aircraft performance condition during take-off.
Cockpit crew showed significant deficits.
|Learning Keywords:||Operations - Center of Gravity/MAC|
|Operations - Crew Resource Management|
|Operations - Evacuation|
|Operations - Runway Overrun|
|Systems - Automation Design|
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|Uncontrolled Impact With Terrain, Fine Airlines Flight 101, Douglas DC-8-61, N27UA, Miami, Florida, August 7, 1997|
|Loss of control on takeoff, United Airlines Flight 2885, N8053U, McDonnell Douglas DC-8-54F, Detroit, Michigan, January 11, 1983|
|Weight and Balance complications, McDonnell Douglas MD-83, March 7, 2000|
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|Tail strike on landing from FMS error, McDonnell Douglas MD-11, November 11, 1998|
|Runway overrun, Airbus A320, Detroit, March 17, 2001|
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