SWA 737 overrun at BUR - Dec 6 2018
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SWA 737 overrun at BUR - Dec 6 2018
https://ktla.com/2018/12/06/southwes...uring-landing/
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BURBANK (CBSLA) — A Southwest Airlines flight arriving at Burbank Airport from Oakland skidded off the runway after landing Thursday morning.
The jet was stopped by the airport’s Engineered Material Arresting System, which is designed to stop an aircraft that goes off the end of a runway.
The flight had 117 passengers on board.
The jet was stopped by the airport’s Engineered Material Arresting System, which is designed to stop an aircraft that goes off the end of a runway.
The flight had 117 passengers on board.
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https://aviation-safety.net/wikibase/wiki.php?id=219098
Date: 06-DEC-2018
Time: 09:04 LT
Boeing 737-7H4 (WL)
Owner/operator: Southwest Airlines
Registration: N752SW
C/n / msn: 29804/387
Fatalities: Fatalities: 0 / Occupants: 117
Other fatalities: 0
Aircraft damage: Minor
Location: Hollywood Burbank Airport, CA (BUR/KBUR) - United States of America
Phase: Landing
Nature: Domestic Scheduled Passenger
Departure airport: Oakland International Airport, CA (OAK/KOAK)
Destination airport: Hollywood Burbank Airport, CA (BUR/KBUR)
Narrative:
Southwest Airlines flight WN278 from Oakland suffered a runway excursion on landing on runway 08 at Hollywood Burbank Airport. The aircraft was stopped by the Engineered Material Arresting System (EMAS) at the end of the runway. No injuries reported. 117 people on board. Emergency slides deployed for evacuation. Heavy rain at time of landing.
Weather reported about the incident time (1704Z):
KBUR 061715Z 29008KT 1SM +RA BR FEW005 BKN013 OVC031 08/08 A2993 RMK AO2 AIRCRAFT MISHAP P0026 T00830078
KBUR 061653Z 28011KT 1 1/2SM +RA BR FEW004 OVC013 08/08 A2991 RMK AO2 SLP122 P0033 T00830083
Time: 09:04 LT
Boeing 737-7H4 (WL)
Owner/operator: Southwest Airlines
Registration: N752SW
C/n / msn: 29804/387
Fatalities: Fatalities: 0 / Occupants: 117
Other fatalities: 0
Aircraft damage: Minor
Location: Hollywood Burbank Airport, CA (BUR/KBUR) - United States of America
Phase: Landing
Nature: Domestic Scheduled Passenger
Departure airport: Oakland International Airport, CA (OAK/KOAK)
Destination airport: Hollywood Burbank Airport, CA (BUR/KBUR)
Narrative:
Southwest Airlines flight WN278 from Oakland suffered a runway excursion on landing on runway 08 at Hollywood Burbank Airport. The aircraft was stopped by the Engineered Material Arresting System (EMAS) at the end of the runway. No injuries reported. 117 people on board. Emergency slides deployed for evacuation. Heavy rain at time of landing.
Weather reported about the incident time (1704Z):
KBUR 061715Z 29008KT 1SM +RA BR FEW005 BKN013 OVC031 08/08 A2993 RMK AO2 AIRCRAFT MISHAP P0026 T00830078
KBUR 061653Z 28011KT 1 1/2SM +RA BR FEW004 OVC013 08/08 A2991 RMK AO2 SLP122 P0033 T00830083
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Not the first time Southwest has overrun runway 8 at BUR. From Y2K in the pre-EMAS era:
NTSB report on the Y2K overrun:
https://www.ntsb.gov/investigations/...ts/AAB0204.pdf
NTSB report on the Y2K overrun:
https://www.ntsb.gov/investigations/...ts/AAB0204.pdf
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@SouthwestAir Flight 278 rolled off the end of Runway 8 while landing at @fly_BUR Airport in #Burbank, CA, and came to rest in the Engineered Material Arresting System (EMAS). This information is preliminary and may change. 09:50 - 6 dec. 2018.
Note: I dont see the escape slides on the photos ... simple ladder starboard forward ...
Note: I dont see the escape slides on the photos ... simple ladder starboard forward ...
Last edited by A0283; 6th Dec 2018 at 19:03.
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Bizjets seem to be the most common EMAS users and the FAA has found that pilots will sometimes try to take the plane off the side rather than into the EMAS:
FAA Confirms Cases of EMAS Phobia
@aviationweek #aviationsafetyAugust 3, 2017
WASHINGTON—Pilots in some cases appear to be avoiding a special type of crushable concrete designed to gently stop an aircraft from overrunning the end of a runway—a finding that is puzzling to FAA officials.
“Of all the Engineered Material Arresting System (EMAS) saves, there’s a relatively small number where the aircraft curves off to the side,” said James Fee, the FAA’s manager for runway safety, at a recent safety conference sponsored by the Air Line Pilots Association (ALPA). “It is somewhat perplexing.”
First installed in 1994, EMAS is now in place at 106 runway ends at 67 airports that do not have the standard 1,000-ft. runway safety area buffer. Seven more pads are slated to be installed at six additional airports. Although tailored for the traffic mix at each airport, the design standard calls for stopping an aircraft traveling 74 kt. when it first enters the pad, which is as wide as the runway and several hundred feet long.
Khalil Kodsi, the manager of the FAA’s airport-engineering division, said there have been 12 EMAS “saves” to date, the most recent being an arrest in Burbank, California, when a Cessna Citation business jet with two pilots on board overran a runway and stopped in the EMAS pad.
Greg Wooley, vice president of flight operations for ExpressJet Airlines, said in many cases, the reasons have to do with publicity. “Probably 50% of the folks that I talk to say that if it’s going to be a low-energy event where they’d be 30–40 kt. at the end of the runway, [they question whether] they should take the EMAS or take it into the dirt,” Wooley said at the ALPA safety forum. “We don’t want to make the news, and there are some folks that think if you take the EMAS you’re making the news for sure.”
Alternatively, pilots think if they “take the dirt,” they might get “tugged back up onto the asphalt” and not make the news, he said. “That’s something that we’ve got to address and emphasize more—doing the right thing should be applauded and not be shamed,” Wooley said. “People have that fear of having the spotlight on them because they’ve gotten themselves into that situation.”
Another BUR EMAS save in 2006 with Alex Rodriguez' G-II:
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Not that usual for the -700 to be involved in off piste events, but given the conditions....
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All good that ends good!
Now considering that fact I wonder why they came up with the brilliant idea of doing a 10 kt tailwind landing in driving rain on a 1768meter runway. Short for my 738 not long for a 737-700 , me thinks! Does anyone have the charts?
Now , we need to make a bet on how fast did they go when the nose wheel left Terra firma LDA and entered the Engineered Stuff!!
I say at least 20 kts, so just to make it interesting , I bet they did 35 kts .
That means they would have entered the Highway with a good 10 to 15 kts depending on deceleration.
Totally wild guess from me, but I think they were sliding without much wheel BA as they drifted left dramatically.
TD ,it is all about money, but this time it did pay back, in property and most probably life.
I used to hate tailwind operation , just out of principle and certainly on lesser powered aircraft then the 737.
Intersection takeoffs and tailwind operation is all about money , it has no operational advantage, in principal, and this reminds me to be more on the ball this winter.
Now , we need to make a bet on how fast did they go when the nose wheel left Terra firma LDA and entered the Engineered Stuff!!
I say at least 20 kts, so just to make it interesting , I bet they did 35 kts .
That means they would have entered the Highway with a good 10 to 15 kts depending on deceleration.
Totally wild guess from me, but I think they were sliding without much wheel BA as they drifted left dramatically.
TD ,it is all about money, but this time it did pay back, in property and most probably life.
I used to hate tailwind operation , just out of principle and certainly on lesser powered aircraft then the 737.
Intersection takeoffs and tailwind operation is all about money , it has no operational advantage, in principal, and this reminds me to be more on the ball this winter.
A divert would certainly have been a option. Hard to imagine a professional crew accepting a 11 knot tailwind on a short runway in driving rain.
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Southwest 278 was given a report of braking action good 10 minutes earlier from another 737, they were shooting the ILS 8. You have to pop the autopilot off at least 300 feet above the touchdown zone according to the approach plate. The tower reported an area of heavy precipitation right over the airport. Southwest replied 'perfect, thanks'. Final wind given was 270/10. The accident occurred around 1702Z from the liveatc.com tapes.
http://archive-server.liveatc.net/kb...2018-1630Z.mp3
http://archive-server.liveatc.net/kb...2018-1700Z.mp3
From overhead pictures of the mishap and the BUR taxi chart, it appears that the EMAS pad is offset from the end of the runway with more crunchy concrete area to the left of the extended runway 8 centerline.
http://archive-server.liveatc.net/kb...2018-1630Z.mp3
http://archive-server.liveatc.net/kb...2018-1700Z.mp3
From overhead pictures of the mishap and the BUR taxi chart, it appears that the EMAS pad is offset from the end of the runway with more crunchy concrete area to the left of the extended runway 8 centerline.
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A divert would certainly be an option, but if the airport was above landing minimums and your perfromance calculations indicated the aircraft could be stopped on the runway, would you divert? Hindsight is always 20/20.
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I have commuted between Burbank and the Bay Area on SW on a more or less weekly basis for the past 13 years which means I have flown about 500 times and driven maybe a dozen times or so. There was one period of over 5 years I didn't drive at all and when I did I remembered why not.
On the original subject RWY 8 downwind is the norm. I wonder how long the touchdown was as the usual technique seems to be smash it on with landings you don't get elsewhere and then stand it on its nose even allowing for a possible LAHSO. Makes for some excitement in my usual seat on the back row.
Because of the terrain and terminal location adjacent the runway 33 and certainly 26 are rarely if ever used. Maybe if you are a helicopter. In my 'unsecure' spam can 15 was the only option as they think you will be contaminating the secure area even taxiing near the terminal at the end of 8.
On the original subject RWY 8 downwind is the norm. I wonder how long the touchdown was as the usual technique seems to be smash it on with landings you don't get elsewhere and then stand it on its nose even allowing for a possible LAHSO. Makes for some excitement in my usual seat on the back row.
Because of the terrain and terminal location adjacent the runway 33 and certainly 26 are rarely if ever used. Maybe if you are a helicopter. In my 'unsecure' spam can 15 was the only option as they think you will be contaminating the secure area even taxiing near the terminal at the end of 8.