Continental 757 Lands on Taxiway at EWR
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Continental 757 Lands on Taxiway at EWR
http://www.nypost.com/seven/10312006...emy_olshan.htm
Note that this was about sunset, directly into the sun on the "cross wind" runway at the North end of the airport. As a SLF having landed at EWR hundreds of times, landing on 29 is rare, and only under extreme wind conditions, as existed on 10/28, with winds over 50 MPH. I would not be surprised if the guys involved had never used this runway. Still no excuse.....
To get this thing down on a 70' taxiway under the conditions that existed is good.
Note that this was about sunset, directly into the sun on the "cross wind" runway at the North end of the airport. As a SLF having landed at EWR hundreds of times, landing on 29 is rare, and only under extreme wind conditions, as existed on 10/28, with winds over 50 MPH. I would not be surprised if the guys involved had never used this runway. Still no excuse.....
To get this thing down on a 70' taxiway under the conditions that existed is good.
Last edited by PlatinumFlyer; 31st Oct 2006 at 14:43. Reason: Additional comment
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I should think the landing was intended for Rwy 29, at the top of the airport plate.
Your picture says it's of Rwy 1/19. It probably means 4/22.
Your picture says it's of Rwy 1/19. It probably means 4/22.
Last edited by seacue; 31st Oct 2006 at 19:26.
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Still no excuse.....
Are you one of the super hero who never does a mistake, or is this only the attribute of the airline pilot
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Sorry Platinum ..... posted the wrong photo link so deleted .... 
Peters said the plane should have landed on Runway 29, but landed on Taxiway Z, otherwise known as Taxiway Zulu, which is parallel to the runway
But rather than landing on the 6,800-foot-long, 150-foot-wide Runway 29, it touched down on the 70-foot-wide taxiway at 6:31 p.m., sources said.
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Continental 757 Lands on Taxiway at EWR
Did something similar happen to a same carrier's aircraft in december 1983 (but it was heavily snowing at that time)?
It seems to my memory that Frank Lorenzo was in the jump seat of a ship controlled by a brand new non striking captain.
Please FLY SAFELY
DOVES
It seems to my memory that Frank Lorenzo was in the jump seat of a ship controlled by a brand new non striking captain.
Please FLY SAFELY
DOVES
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There was a DC9 which crashed at old DEN in the late '80s; I think it was '87 or '88; however, I believe the taxiway incident was a DC10 at Houston; no damage, although captain and FO subsequently were dismissed.
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Am I just being naive here?
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With the warning on the bottom of the page, I've decided to withdraw my story. It perhaps suggests I'm human...
Last edited by tom775257; 31st Oct 2006 at 23:27.
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Perhaps in this situation it would be more appropriate to request a crosswind runway if available? Obviously this has its drawbacks too, but it's easy to see from both accounts how easy it can be to get the wrong bit of tarmac into sun.
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The DC-9 that crashed (COA1713, IIRC) and the DC-9 that landed on a taxiway with Frankie in the back -both- occurred at Stapleton, i.e. two separate deals...
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Perhaps in this situation it would be more appropriate to request a crosswind runway if available?
We all make mistakes. The principles of threat and error management require us to use all available resources (CRM), but this does not eliminate human error.
Thus, for specific situations the human requires timely warning systems.
In this instance we should consider something like Runway Advisory Awareness System (RAAS).
RAAS like its counterpart EGPWS, alerts crews to their errors just as much as alerting to a specific threat (terrain or landing on an inappropriate runway).
What we humans require is a threat and error detector, i.e EGPWS and RAAS.
Thus, for specific situations the human requires timely warning systems.
In this instance we should consider something like Runway Advisory Awareness System (RAAS).
RAAS like its counterpart EGPWS, alerts crews to their errors just as much as alerting to a specific threat (terrain or landing on an inappropriate runway).
What we humans require is a threat and error detector, i.e EGPWS and RAAS.
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Update:
Co-pilot flying. Pilot experienced but not necessarily on the 757. A miracle no other planes were taxying at the time not to mention the fact there were no service vehicles out there either.
Crew reportedly realized their mistake after landing and communicated that fact to ATC.
Glad to see nobody got hurt. Mistakes happen. Thr only people who don't make them are people who don't do very much in the first place.
Newarksmells
Crew reportedly realized their mistake after landing and communicated that fact to ATC.
Glad to see nobody got hurt. Mistakes happen. Thr only people who don't make them are people who don't do very much in the first place.
Newarksmells
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Below the Glidepath - not correcting
Curious why as there is no published approach for Rwy 29 there was not some heightened awareness that this was to all intents and purposes a non-standard approach. Was a visual approach advisable at at this time of the evening into either darkness or a setting sun? As for the "we all make mistakes" scenario, the only difference between landing on an empty taxiway Z to the North, or a fully loaded taxiway W to the south was manifest by a poorly written piece of sensationalist nonsense in the NY Post versus an all out tragedy of unthinkable proportions. Most people can understand the chain of events that led up to the Kentucky disaster and think of regional jets, small airports, and busy schedules as contributing factors. It is a sobering thought that this event happened to a major Part 121 Carrier at its home base.
There is an approach to 29, it is an RNAV/VNAV aaproach that places you
on a nice stabilized final to 29, it can be accessed from the database on the 757 in question.
Atc, though does not like us using this as it place us too far out on the base leg for their taste, however cutting inside the course is quite feasible ( you have to be visual anyway)
29 is not 'rarely used', it is used quite commonly, especially with strong winds out of the northwest.
on a nice stabilized final to 29, it can be accessed from the database on the 757 in question.
Atc, though does not like us using this as it place us too far out on the base leg for their taste, however cutting inside the course is quite feasible ( you have to be visual anyway)
29 is not 'rarely used', it is used quite commonly, especially with strong winds out of the northwest.
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Things like this happen to the best. Some simulator training and these guys will be back, albeit humbled. Landing into the setting sun can completely eliminate visual cues like runway markings and rubber deposits. If the runway didn't have an ILS to crosscheck, then the mistake was all but made.
Last edited by FIRESYSOK; 1st Nov 2006 at 03:01. Reason: grammur
