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Download This Investigation Report In AIR TRANSPORTATION SAFETY INVESTIGATION REPORT A18A0085 RUNWAY OVERRUN Sky Lease Cargo Boeing 747-412F, N908AR Halifax/Stanfield International Airport, Nova Scotia 07 November 2018 ii | TRANSPORTATION SAFETY BOARD OF CANADA ABOUT THIS INVESTIGATION REPORT This report is the result of an investigation into a class 2 occurrence. For more information, see the Policy on Occurrence Classification at www.tsb.gc.ca The Transportation Safety Board of Canada (TSB) investigated this occurrence for the purpose of advancing transportation safety. It is not the function of the Board to assign fault or determine civil or criminal liability. TERMS OF USE Use in legal, disciplinary or other proceedings The Canadian Transportation Accident Investigation and Safety Board Act states the following: • 7(3) No finding of the Board shall be construed as assigning fault or determining civil or criminal liability. • 7(4) The findings of the Board are not binding on the parties to any legal, disciplinary or other proceedings. Therefore, the TSB’s investigations and the resulting reports are not created for use in the context of legal, disciplinary or other proceedings. Notify the TSB in writing if this report is being used or might be used in such proceedings. Non-commercial reproduction Unless otherwise specified, you may reproduce this investigation report in whole or in part for non-commercial purposes, and in any format, without charge or further permission, provided you do the following: • Exercise due diligence in ensuring the accuracy of the materials reproduced. • Indicate the complete title of the materials reproduced and name the Transportation Safety Board of Canada as the author. • Indicate that the reproduction is a copy of the version available at [URL where original document is available]. Commercial reproduction Unless otherwise specified, you may not reproduce this investigation report, in whole or in part, for the purposes of commercial redistribution without prior written permission from the TSB. Materials under the copyright of another party Some of the content in this investigation report (notably images on which a source other than the TSB is named) is subject to the copyright of another party and is protected under the Copyright Act and international agreements. For information concerning copyright ownership and restrictions, please contact the TSB. Citation Transportation Safety Board of Canada, Air Transportation Safety Investigation Report A18A0085 (released 29 June 2021). Transportation Safety Board of Canada 200 Promenade du Portage, 4th floor Gatineau QC K1A 1K8 819-994-3741; 1-800-387-3557 www.tsb.gc.ca [email protected] © Her Majesty the Queen in Right of Canada, as represented by the Transportation Safety Board of Canada, 2021 Air transportation safety investigation report A18A0085 Cat. No. TU3-10/18-0085E-PDF ISBN: 978-0-660-39041-3 This report is available on the website of the Transportation Safety Board of Canada at www.tsb.gc.ca Le présent rapport est également disponible en français. AIR TRANSPORTATION SAFETY INVESTIGATION REPORT A18A0085 | iii AIR TRANSPORTATION SAFETY INVESTIGATION REPORT A18A0085 RUNWAY OVERRUN Sky Lease Cargo Boeing 747-412F, N908AR Halifax/Stanfield International Airport, Nova Scotia 07 November 2018 The Transportation Safety Board of Canada (TSB) investigated this occurrence for the purpose of advancing transportation safety. It is not the function of the Board to assign fault or determine civil or criminal liability. This report is not created for use in the context of legal, disciplinary or other proceedings. See the Terms of use on page ii. Executive summary The Sky Lease Cargo Boeing 747-412F aircraft (U.S. registration N908AR, serial number 28026) was conducting flight 4854 (KYE4854) from Chicago/O’Hare International Airport, Illinois, U.S., to Halifax/Stanfield International Airport, Nova Scotia, with 3 crew members, 1 passenger, and no cargo on board. The crew conducted the Runway 14 instrument landing system approach. When the aircraft was 1 minute and 21 seconds from the threshold, the crew realized that there was a tailwind; however, they did not recalculate the performance data to confirm that the landing distance available was still acceptable, likely because of the limited amount of time available before landing. The unexpected tailwind resulted in a greater landing distance required, but this distance did not exceed the length of the runway. The aircraft touched down firmly at approximately 0506 Atlantic Standard Time, during the hours of darkness. After the firm touchdown, for undetermined reasons, the engine No. 1 thrust lever was moved forward of the idle position, causing the speed brakes to retract and the autobrake system to disengage, increasing the distance required to bring the aircraft to a stop. In addition, the right crab angle (4.5°) on initial touchdown, combined with the iv | TRANSPORTATION SAFETY BOARD OF CANADA crosswind component and asymmetric reverser selection, caused the aircraft to deviate to the right of the runway centreline. During the landing roll, the pilot monitoring’s attention was focused on the lateral drift and, as a result, the required callouts regarding the position of the deceleration devices were not made. Although manual brake application began 8 seconds after touchdown, maximum braking effort did not occur until 15 seconds later, when the aircraft was 800 feet from the end of the runway. At this position, it was not possible for the aircraft to stop on the runway and, 5 seconds later, the aircraft departed the end of the runway at a speed of 77 knots and came to a stop 270 m (885 feet) past the end. The aircraft struck the approach light stanchions and the localizer antenna array. The No. 2 engine detached from its pylon during the impact sequence and came to rest under the left horizontal stabilizer, causing a fire in the tail section following the impact. The emergency locator transmitter activated. Aircraft rescue and firefighting personnel responded. All 3 crew members received minor injuries and were taken to the hospital. The passenger was not injured. During the overrun, the aircraft crossed a significant drop of 2.8 m (9 feet) approximately 166 m (544 feet) past the end of the runway and was damaged beyond repair. While this uneven terrain was beyond the 150 m (492 feet) runway end safety area proposed by Transport Canada, it was within the recommended International Civil Aviation Organization runway end safety area of 300 m (984 feet). In 2007, the Board recommended that the Department of Transport require all Code 4 runways to have a 300 m runway end safety area (RESA) or a means of stopping aircraft that provides an equivalent area of safety. TSB Recommendation A07-06 In addition, runway overruns is one of the issues on the TSB’s Watchlist 2020. The TSB Watchlist identifies the key safety issues that need to be addressed to make Canada’s transportation system even safer. The investigation included a thorough fatigue analysis, which identified the presence of 2 fatigue risk factors that would have degraded the crew’s performance during the approach and landing: the timing of the flight and insufficient restorative sleep in the 24- hour period leading up to the occurrence. Fatigue management is also one of the safety issues on the TSB’s Watchlist 2020. AIR TRANSPORTATION SAFETY INVESTIGATION REPORT A18A0085 | v Table of contents 1.0 Factual information ................................................................................................. 1 1.1 History of the flight.................................................................................................................................... 2 1.2 Injuries to persons ...................................................................................................................................... 8 1.3 Damage to aircraft ..................................................................................................................................... 8 1.4 Other damage .............................................................................................................................................. 8 1.4.1 Environmental cleanup ............................................................................................................ 8 1.5 Personnel information .............................................................................................................................. 9 1.5.1 Captain ........................................................................................................................................... 9 1.5.2 First officer ..................................................................................................................................10 1.5.3 International relief officer .....................................................................................................10 1.6 Aircraft information .................................................................................................................................10 1.6.1 General .........................................................................................................................................10 1.6.2 Landing gear ..............................................................................................................................11 1.6.3 Brakes............................................................................................................................................11 1.6.4
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