Created Saturday, Sep 25th 2021 17:50Z, last updated Tuesday, Oct 11th 2022 14:53Z
A Fedex McDonnell Douglas MD-11, registration N583FE performing flight
FX-5033 from Bangalore to Mumbai (India) with 2 crew, landed on Mumbai's runway 14 at 12:14L (06:44Z) but overran the end of the runway by about 9 meters/30 feet. There were no injuries and no damage to the aircraft. The aircraft was quickly towed off the runway.
On Jun 24th 2020 the US NTSB reported, they were informed about an accident of a MD-11 tail number N583FE in Mumbai on Jun 3rd 2020, appointed an accredited representative and joined the investigation led by India's AAIB according to ICAO Annex 13 (editorial note: due to India's AAIB classification of an accident we have changed our coverage from incident to accident, too).
In an interim statement released in 2021 India's AIB reported the occurrence had been rated an incident, an investigation has been opened, however, due to the Corona Pandemic the AIB still awaits statements from the manufacturers, operator and the NTSB. The aircraft overshot the runway by 7.2 meters. There was no damage to the aircraft or any of the airport infrastructure. The aircraft was towed to the apron.
India's Aircraft Accident Investigation Bureau (AAIB) released their final report concluding the probable cause of the incident was:
A delayed touchdown followed by routine deceleration increased the
landing distance required resulting in the aircraft overrun the runway.
The AAIB summarized the sequence of events:
At 500 feet the autopilot was disengaged. The aircraft crossed the landing threshold at approximately 50 feet altitude and the flare manoeuvre was initiated, however due to the long flare manoeuvre consumed 2608’ of the runway prior to all main landing gears making contact with runway leaving 5499’ of runway remaining.
Once the aircraft touchdown occurred, the speed brakes deployed automatically and reverse thrust was applied 2 seconds after touchdown. The reverse thrust was maintained at full till 80 Kts and then were beginning to stow but were redeployed to maximum reverse thrust. The left engine suffered what appears to be an engine stall with visible flames near the exhaust after the reverse thrust was redeployed. The airplane maintained runway heading with normal variations until the groundspeed reached 50 Kts. At 50 Kts a left turn was initiated.
After landing, when the aircraft was near the TXY E1, TWR controller issued clearance to the aircraft to vacate left via E1. But the aircraft reported that it is unable to take left turn on RWY 14 and reported overrun.
Immediately Tower controller advised the aircraft to hold position. The aircraft had exited the prescribed dimensions of RWY 14.
The aircraft came to a stop in the runway end safety area on the paved surface. There was no damage to the aircraft.
The AAIB analysed:
(a) There was no reported issue either with the maintenance of aircraft or its performance including the engines.
(b) The runway friction coefficient for runway 14 was assessed and found to be within tolerance limits as prescribed by the regulator.
(c) Barring FDR which was under MEL till next heavy maintenance, no abnormality was reported on the aircraft systems or instruments prior to or after the incident.
(d) Runway Overrun Protection Systems (ROPS) was neither required nor installed. The system would have provided timely information on the remaining landing distance available to the flight crew.
(e) The aircraft flew a stabilised approach to runway up to 50’ above the threshold. The First Officer initiated a flare manoeuvre that resulted in a delayed touchdown within the touchdown zone of the runway. The touchdown was within normal structural limits. The spoilers got deployed and First Officer deployed the reverse thrust. The braking parameters were not recorded so were not available for investigation. During the last approximately 2000’ of landing roll, the crew commenced the cancellation of the reverse thrust momentarily and then redeployed the reverse thrust to maximum. The left engine had visible flames emerging from it on two occasions in short succession. The aircraft crossed taxiway E1 and came to a stop with the aircraft heading left of runway 14. During the process aircraft overrun, the Nose gear was beyond the runway. Crew subsequently attempted a right turn to vacate the runway but decided against it since the runway lights could have been damaged.. Fire and rescue services approached the aircraft and the crew were advised to shut down the engines.
