![]() The speedbrakes deployed about 4 seconds after touchdown, most likely triggered by the movement of the right throttle into the idle reverse thrust detent after main gear tire spinup. 2 engine thrust reverser and began braking he later reported, however, that he did not feel the aircraft decelerate and increased the brake pressure. The rainfall rate…and the macrotexture depth and cross-slope of runway 10 could have produced water depths on portions of the runway close to or exceeding the 3-mm (1/8-inch) depth considered to be a flooded condition.Īfter touchdown, the captain deployed the No. At 2141, about 1 minute before the accident, the 1-minute rainfall rate was 1.2 inches per hour it decreased to 0.6 inch per hour at 2142 then increased to 1.8 inch per hour at 2143. The airplane touched down about 1,580 ft beyond the displaced threshold, which was 80 ft beyond the designated touchdown zone as specified in the operator’s standard operating procedures (SOP).īetween 21, about 4 minutes before the 1-minute recorded rainfall rate was as high as 2.4 inches per hour. The airplane crossed the displaced threshold 120 ft above the runway (the PAPI glidepath crosses the displaced threshold about 54 ft above the runway) and 17 knots above the target approach speed, with a groundspeed of 180 knots and a rate of descent about 1,450 ft per minute (fpm). Eight seconds before touchdown, multiple enhanced ground proximity warning system alerts announced “sink rate” as the airplane’s descent rate peaked at 1,580 fpm. ![]() Over the next minute, the indicated airspeed increased to 170 knots (17 knots above the target approach speed), and groundspeed reached 180 knots, including an estimated 7-knot tailwind.Īt an altitude of about 680 ft msl and 1.6 nm from the threshold, the airplane deviated further above the 3° glidepath such that the precision approach path indicator ( PAPI) lights would have appeared to the flight crew as four white lights and would retain that appearance throughout the rest of the approach. At an altitude of about 1,100 ft msl and 2.8 nm from the runway, the airplane was slightly above the glidepath, and its airspeed was on target. The co-pilot (aged 47, also with 7500 hours total flying time, but mostly in light aircraft, and only 18 hours on type) was the pilot monitoring. The aircraft commander was also performing check airman duties as the co-pilot was in the process of completing operating experience training.ĭuring the approach to Jacksonville NAS, the flight crew had two runway change discussions with air traffic controllers due to reported weather conditions (moderate to heavy precipitation) near the field the pilots ultimately executed the area navigation GPS approach to runway 10, which was ungrooved and had a displaced threshold 997 ft from the threshold, leaving an available landing distance of 8,006 ft.Īs the airplane descended through 1,390 ft mean sea level (msl), the pilots configured it for landing with the flaps set at 30º and the landing gear extended however, the speedbrake handle was not placed in the armed position as specified in the Landing checklist. The aircraft commander (aged 55, with 7500 hours total flying time, 2204 on type) was the pilot flying. 1 (left) thrust reverser was inoperative and was deferred in accordance with the Minimum Equipment List ( MEL) as a Category C item. ![]() The US National Transportation Safety Board ( NTSB) explain in their safety investigation report, published on 4 August 2021, that the takeoff from Guantánamo NAS, Cuba, climb and cruise had been uneventful. Boeing 737-81Q (WL) N732MA of Miami Air International after Runway Excursion at Jacksonville NAS, FL (Credit: NTSB) The Accident Flight ![]()
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