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Accident and Serious Incident Reports: RE

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Category: Runway Excursion Runway Excursion
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Reports relating to accidents which include Runway Excursion as an outcome.

The reports are organised according to the sub-categories Overrun on Take Off, Overrun on Landing, and Veer Off

Overrun on Take Off

Overrun on Take Off.jpg

  • CL60, Lexington KY USA, 2006 (On 27 August 2006, a Bombardier CRJ100 cleared for a night take off from runway 22 instead attempted take off from the unlit runway 26. It was too short and the aircraft ran off the end at speed and was destroyed the subsequent impact and post-crash fire with the deaths of 49 of the 50 occupants - the First Officer surviving with serious injuries. The Investigation found that the actions of the flight crew had caused the accident but noted that insufficiently robust ATC procedures had been contributory and the effects of an ongoing runway extension project had been relevant.)
  • A345, Melbourne Australia, 2009 (On 20 March 2009 an Airbus A340-500, operated by Emirates, commenced a take-off roll for a normal reduced-thrust take-off on runway 16 at Melbourne Airport. The attempt to get the aircraft airborne resulted in a tail strike and an overrun because insufficient thrust had been set based upon an incorrect flight crew data entry.)
  • B738, Manchester UK, 2003 (On 16 July 2003, a Boeing 737-800, being operated by Excel Airlines on a passenger flight from Manchester to Kos began take off on Runway 06L without the flight crew being aware of work in progress at far end of the runway. The take off calculations, based on the full runway length resulted in the aircraft passing within 56 ft of a 14 ft high vehicle just after take off.)
  • GLF4, Bedford MA USA, 2014 (On 31 May 2014, the crew of a Gulfstream IV attempted a high speed rejected take off when it became apparent that it was not possible to rotate. The aircraft overran the end of the runway by approximately 560 metres during which it hit obstructions and subsequently caught fire and was destroyed. All seven occupants died. The preliminary findings of the Investigation are that it appears that the elevator mechanical gust lock was engaged during the attempted take off, although the reason for this has not yet been established.)
  • FA20, Durham Tees Valley UK, 2012 (On 9 August 2012, a serviceable Cobham Leasing Fan Jet Falcon overran the 2291 metre long runway at Durham Tees Valley after beginning rejecting take off from above V1 because of a suspected bird strike. The crew believed there was a possibility of airframe damage from a single medium sized bird sighted ahead which might have been hit by the main landing gear. It was found that the overrun distance had been increased by low friction on the stopway and noted that the regulatory exemption issued for operation without FDR and CVR was no longer appropriate.)

Overrun on Landing

Overrun on Landing.jpg

  • B737, Chicago Midway IL, USA 2011 (On 26 April 2011 a Southwest Boeing 737-700 was assessed as likely not to stop before the end of landing runway 13C at alternate Chicago Midway in daylight and was intentionally steered to the grass to the left of the runway near the end, despite the presence of a EMAS. The subsequent investigation determined that the poor deceleration was a direct consequence of a delay in the deployment of both speed brakes and thrust reverser. It was noted that the crew had failed to execute the ‘Before Landing’ Checklist which includes verification of speed brake arming.)
  • B738, Pardubice Czech Republic, 2013 (On 25 August 2013, the type-experienced crew of a Boeing 737-800 operating with one thrust reverser locked out made a late touchdown with a significant but allowable tail wind component present and overran the end of the runway at Pardubice onto grass at 51 knots. No damage was caused to the aircraft and no emergency evacuation was performed. The Investigation concluded that the aircraft had been configured so that even for a touchdown within the TDZ, there would have been insufficient landing distance available. The flight crew were found not to have followed a number of applicable operating procedures.)
  • AN26, Kassel Germany, 2007 (On 4 October 2007, an Antonov An-26B cargo aircraft being operated for an unidentified Hungarian-registered carrier by a Ukrainian crew on an empty positioning flight from Stuttgart to Kassel overran the destination runway during a daylight landing in normal ground visibility. None of the six crew on board were injured. There was no damage to the aircraft but some damage to ground installations.)
  • E145, Stuttgart Germany, 2009 (On 5 January 2009, a Flybe Embraer 145 made a late touchdown with slight snow falling on a runway pre-notified as affected by slush deposits and failed to stop until it had overrun into the RESA where it finally stopped on a heading 25º off the runway alignment. The Investigation concluded that although the airport operator process for determining braking action was flawed and two Safety Recommendations were made in that respect, the overrun of the 3045metres LDA was attributable to flight crew action and that operator guidance was deficient.)
  • B752, Girona Spain, 1999 (On 14th September 1999, a Britannia Airways Boeing 757 crash landed and departed the runway after a continued unstabilised approach in bad weather to Girona airport, Spain.)

Veer Off

Directional Control.jpg On landing...

  • ATP, Vilhelmina Sweden, 2016 (On 6 April 2016, a BAe ATP partly left the side of the runway soon after touchdown, regaining it after 155 metres before completing its landing roll. It sustained damage rendering it unfit to continue flying but this was not noticed until five further flights had been made. Investigation attributed the excursion to lack of pilot response to unexpected beta range power and the continued flying to the aircraft Captain's failure to ensure proper event recording, accurate operator notification or a post-excursion engineering inspection of the aircraft. Systemic inadequacy in safety management and culture at the operator was identified.)
  • CRJ1, Southampton UK, 2007 (On 17 January 2007, a Bombardier CRJ 100 being operated by French airline Brit Air on a scheduled night passenger flight from Paris CDG to Southampton could not be directionally controlled after touchdown on a dry surface in normal visibility and almost calm winds and departed the side of the runway during the landing roll. There were no injuries to any of the 36 occupants and there was no damage to the aircraft.)
  • A30B, Bratislava Slovakia, 2012 (On 16 November 2012, an Air Contractors Airbus A300 departed the left the side of the landing runway at Bratislava after an abnormal response to directional control inputs. Investigation found that incorrect and undetected re-assembly of the nose gear torque links had led to the excursion and that absence of clear instructions in maintenance manuals, since rectified, had facilitated this. It was also considered that the absence of any regulation requiring equipment in the vicinity of the runway to be designed to minimise potential damage to aircraft departing the paved surface had contributed to the damage caused by the accident.)
  • MD11, Riyadh Saudi Arabia, 2010 (On 27 July 2010, a Boeing MD11F being operated by Lufthansa Cargo on a scheduled flight from Frankfurt to Riyadh bounced twice prior to a third hard touchdown whilst attempting to land on 4205 metre-long Runway 33L at destination in normal day visibility. The fuselage was ruptured and, as the aircraft left the side of the runway, the nose landing gear collapsed and a fire began to take hold. A ‘MAYDAY’ call was made as the aircraft slid following the final touchdown. Once the aircraft had come to a stop, the two pilots evacuated before it was largely destroyed by fire. One pilot received minor injuries, the other injuries described as major.)
  • A333, Kathmandu Nepal, 2015 (On 4 March 2015, the crew of a Turkish Airlines A333 continued an automatic non precision RNAV approach below the prescribed minimum descent altitude without having obtained any element of visual reference and when this was acquired a few seconds before the attempted landing, the aircraft was not aligned with the runway centreline and during a 2.7g low-pitch landing, the left main gear touched down on the grass. The aircraft then left the runway completely before stopping with a collapsed nose gear and sufficient damage to be assessed a hull loss. None of 235 occupants sustained serious injury.)

Directional Control.jpg On take off..

  • A320, Harstad/Narvik Norway 2004 (On 25 November 2004, a MyTravel Airways Airbus A320 departed the side of the runway at Harstad, Norway at a low speed after loss of directional control when thrust was applied for a night take off on a runway with below normal surface friction characteristics. It was found that the crew had failed to follow an SOP designed to ensure that any accumulated fan ice was shed prior to take off and also failed to apply take off thrust as prescribed, thus delaying their appreciation of the uneven thrust produced.)
  • DH8D, Edmonton AB Canada, 2014 (On 6 November 2014 a DHC8-400 sustained a burst right main gear tyre during take-off, probably after running over a hard object at high speed and diverted to Edmonton. Shortly after touching down at Edmonton with 'three greens' indicated, the right main gear leg collapsed causing wing and propeller damage and minor injuries to three occupants due to the later. The Investigation concluded that after a high rotational imbalance had been created by the tyre failure, gear collapse on touchdown had been initiated by a rotational speed of the failed tyre/wheel which was similar to one of the natural frequencies of the assembly.)
  • B738, Lyon France, 2009 (On 29 August 2009, an Air Algérie Boeing B737-800 departed the side of the runway during take off but then regained the paved surface after sustaining damage from obstructions, completed the take off without further event and continued to destination. Damage to one of the engines, to tyres and to two lights was discovered at the destination. ATC remained unaware of the excursion until the Operator asked its representative at Lyon to ask the airport to carry out a runway inspection.)
  • B735, Denver USA, 2008 (Runway Side Excursion During Attempted Take-off in Strong and Gusty Crosswind Conditions.)
  • JS31, Kärdla Estonia, 2013 (On 28 October 2013 a BAe Jetstream 31 crew failed to release one of the propellers from its starting latch prior to setting take off power and the aircraft immediately veered sharply off the side of the runway without directional control until the power levers were returned to idle. The aircraft was then steered on the grass towards the nearby apron and stopped. The Investigation found that the pilots had habitually used "multiple unofficial procedures" to determine propeller status prior to take off and also noted that no attempt had been made to stop the aircraft using the brakes.)

Related Articles

For all accident reports held on SKYbrary, see the main section on Accident Reports.