Runway excursion

During the take-off roll the aircraft did not achieve flying speed by the point where it was normally expected to become airborne. The pilot abandoned the take-off and applied maximum braking, but was unable to prevent the aircraft over-running the strip. The aircraft broke through the boundary fence and came to rest in a small ditch. The reason the aircraft did not achieve flying speed could not be positively determined. In this aircraft type, it is important that the elevator trim is correctly set for take-off. If nose-down trim is inadvertently applied, excessive rearward pressure is required on the control column in order to raise the nose. However, the trim position set by the pilot was not established. When the take-off attempt was abandoned, there was probably sufficient strip remaining to stop the aircraft. However, the brake linings and discs were worn to the extent where full brake effectiveness could not be obtained.

During the first takeoff of the day the pilot dumped the load of superphosphate when he assessed that the aircraft would not become safely airborne before reaching the end of the strip. The aircraft's tail struck rocks beyond the end of the strip but the pilot was able to continue the flight and then return to the strip and land without further incident. This accident was not the subject of an on-scene investigation.

The Papua New Guinea Accident investigation Commission (PNG AIC) is investigating a runway excursion that occurred at Bwagaoia Aerodrome, Misima Island, Milne Bay Province, Papua New Guinea on 31 August 2010. The accident involved a Cessna Aircraft Company Citation 550, registration P2-TAA, with two pilots and three passengers on board. The aircraft landed at Misima Island and, when it became evident that the aircraft would not stop on the remaining runway, the pilot attempted a takeoff. The aircraft did not obtain flying speed before the end of the runway and was substantially damaged when it collided with trees shortly after. Four occupants sustained fatal injuries during the accident sequence and one occupant sustained serious injuries.

The investigation is being carried out in accordance with Papua New Guinea's obligations as the State of Occurrence under Annex 13 to the Convention on International Civil Aviation. Shortly after the accident, the AIC requested Australian Transport Safety Bureau (ATSB) assistance in the conduct of the investigation by providing investigator support, technical advice and facilities support.

In accordance with paragraph 5.23 of Annex 13, the ATSB appointed an accredited representative and a number of advisers to assist the AIC. To facilitate this support, the ATSB commenced an investigation under the Transport Safety Investigation Act (2003) and assisted the AIC during the on-site phase of the investigation, in the technical examination of a number of recovered aircraft items and components, and as requested by the AIC during the remainder of its investigation.

The PNG AIC is responsible for and will administer the release of the final investigation report into this accident. Any enquiries in respect of the ongoing AIC investigation should, in the first instance, be directed to:

Mr David Inau
CEO, Accident Investigation Commission
Telephone: +675 311 2406
Facsimile: +675 342 7727
E-mail: dinau@aic.gov.pg

Address:
Accident Investigation Commission
C/- PO Box 1489
Port Moresby
National Capital District
Papua New Guinea

______________

Released in accordance with section 25 of the Transport Safety Investigation Act 2003.

On 9 May 2010 at about 0815 Central Standard Time, a Saab 340B aircraft, registered VH-SBA, landed at Mount Gambier aerodrome, South Australia (SA). The crew reported that following a routine approach and touchdown, light braking was applied. At a speed of between 40 and 50 kts, braking pressure was increased because of the speed of the aircraft in relation to its position on the runway.

When braking pressure was increased, the aircraft pulled to the left. The aircraft continued to veer left, until it came to a stop with the nose and left main wheels bogged, off the left side of the runway, at an estimated angle of 50 degrees off runway heading.

The operator's maintenance personnel determined that the left-seat pilot's right brake pedal was producing less braking force than the left pedal. Following extensive fault finding, the associated brake control cable conduit was inspected with a boroscope. A gouge was found on inside radius. The cable was replaced and the aircraft returned to service.

The ATSB has completed its technical analysis report of the flight recorder data from Fairchild Dornier 328-110, registered PK-TXN, on behalf of the Indonesian National Transportation Safety Committee. The aircraft was operating a flight from Jayapura to Tanah Merah, Indonesia when it was involved in a runway excursion on landing.

The National Transportation Safety Committee (NTSC) of Indonesia is responsible for investigating this occurrence. The NTSC requested assistance from the Australian Transport Safety Bureau (ATSB) in the recovery and analysis of information from the flight data recorder. In accordance with clause 5.23 of Annex 13 to the Convention on International Civil Aviation, the ATSB appointed an Accredited Representative to assist the NTSC and initiated an investigation under the Transport Safety Investigation Act 2003.

The ATSB's Technical Analysis Report has been sent to the NTSC to assist its ongoing investigation. The NTSC is responsible for releasing a final investigation report regarding this occurrence.

National Transportation Safety Committee 
Ministry Of Transportation Republic Of Indonesia 
Transportation Building 3^rd Floor
Jalan Medan Merdeka Timur No. 5
Jakarta Pusat 10110
Indonesia

Phone  :  +62 21 384 7601
Email    :  knkt@dephub.go.id

Website: http://knkt.dephub.go.id/knkt/ntsc_home/ntsc.htm

______________

Released in accordance with section 25 of the Transport Safety Investigation Act 2003.

On 14 July 2007, a Boeing 737 NG, registered ZK-PBF, taxied at Sydney Airport on taxiway 'G' to runway 16R for a take-off to Christchurch, New Zealand. The aircraft entered the runway with left engine N1 at 28% RPM and right engine N1 at 20% RPM (idle).

The flight crew commenced the take-off by increasing both engines' thrust and the Take Off / Go Around (TO/GA) button was pressed with the left engine N1 at 41% RPM and the right engine N1 at 24% RPM. As both engines accelerated, asymmetric thrust reduced directional controllability of the aircraft, and it veered off the side of the runway before the crew could bring the aircraft to a halt on the crossing runway 07.

As a result of this occurrence, the aircraft operator has reviewed procedures for initial and recurrent training of flight crews.

On 7 March 2009, an Indonesian registered Fokker 50 aircraft, PK-RAR, on a flight from Batam - Hang Nadim airport to Matak Island, Indonesia, overran the runway during landing. The weather was reportedly poor with heavy rain.

The National Transportation Safety Committee (NTSC) of Indonesia was responsible for investigating this occurrence. The NTSC requested assistance from the Australian Transport Safety Bureau (ATSB) in the recovery and analysis of information from the flight data recorder and cockpit voice recorder.  In accordance with clause 5.23 of Annex 13 to the Convention on International Civil Aviation, the ATSB appointed an Accredited Representative to assist the NTSC.

To protect the information supplied by the NTSC to the ATSB and investigative work undertaken to assist the NTSC, the ATSB initiated an investigation under the Transport Safety Investigation Act 2003.

The ATSB provided information to the NTSC during the course of the investigation and the ATSB's Technical Analysis Report has now been provided to the NTSC. The NTSC is responsible for releasing a final investigation report on this occurrence.

National Transportation Safety Committee
Ministry Of Transportation Republic Of Indonesia
Transportation Building 3^rd Floor
Jalan Medan Merdeka Timur No. 5
Jakarta Pusat 10110
Indonesia

Phone  :  +62 21 384 7601
Email    :  knkt@dephub.go.id

Website: http://knkt.dephub.go.id/knkt/ntsc_home/ntsc.htm

______________

Released in accordance with section 25 of the Transport Safety Investigation Act 2003.

On 27 July 2008, an Embraer-Empresa Brasileira de Aeronáutica ERJ 170-100 aircraft, registered VH-SWO, ran off the side of the runway while landing at Honiara Airport, Solomon Islands. The landing resulted in damage to a tyre on the right main landing gear. The Solomon Islands' Ministry of Culture, Tourism and Aviation initiated an investigation into the incident.

The Australian Transport Safety Bureau (ATSB) was notified of the incident and appointed an accredited representative under the provisions of clause 5.18 of Annex 13 to the Convention on International Civil Aviation. To protect information supplied by the Ministry to the ATSB and investigative work undertaken to assist the Ministry, the ATSB initiated an investigation under the Transport Safety Investigation Act 2003.

The Flight Data Recorder (FDR) and Quick Access Recorder (QAR) were recovered from the aircraft. The data from the recorders was downloaded by the operator and supplied to the ATSB for analysis. The analysis was provided to the Ministry to assist in the ongoing investigation.

The Solomon Islands' Ministry of Culture, Tourism and Aviation is responsible for releasing a final investigation report regarding this accident. Once completed, a copy of the report can be requested from the Ministry at the following address:

Civil Aviation Division
Ministry of Culture, Tourism and Aviation
P.O. Box G20
Honiara
Solomon Islands

______________

Released in accordance with section 25 of the Transport Safety Investigation Act 2003.

On 12 February 2008, a Fairchild Industries SA227-AC (Metro III) aircraft, registered VH-UZD, was being operated on a freight service between Emerald and Thangool, Queensland with two pilots. The approach and landing into Thangool were conducted after last light in conditions of scattered low cloud and rain showers. At a speed of about 40 kts after touchdown, the aircraft suddenly veered uncontrollably to the right, departed the runway and became bogged in wet grass.

There was no damage to the aircraft or injuries to the flight crew.

The investigation determined that the runway excursion was probably a result of a directional upset at a time when the nosewheel was in castor mode. The reason for the nosewheel being in the castor mode could not be determined with certainty and may have been the result of an intermittent fault or the inadvertent failure by the flight crew to arm the system.

It was also determined that the aircraft's rate of descent during the latter stages of the approach was significantly higher than for a normal stabilised approach. In addition, the aircraft operator's stabilised approach criteria did not provide flight crew with information on maximum permitted rates of descent. The aircraft operator has advised that, as a result of the investigation, it has redefined its stabilised approach criteria.

On 27 April 2006 at about 1530 Eastern Standard Time, a Cessna Aircraft Company U206G (206) aircraft was being operated on a non-scheduled passenger flight from Warraber Island to Mabuiag Island, in Torres Strait. On board were a pilot, six passengers and luggage. Shortly after touchdown during the landing on runway 15 at Mabuiag Island, the aircraft commenced to veer to the left. The pilot was unable to maintain the aircraft on the runway and it continued to veer left, skidding sideways on the grass verge through a fence and into a lagoon. The pilot and passengers were able to safely vacate the aircraft.

The pilot reported that the aircraft was configured with full flap for the approach and that the aircraft touched down at about 65 kts near the runway threshold. He retracted the flaps on touchdown and as he applied maximum braking, the aircraft turned to the left and started to skid. He applied gentle right rudder in an attempt to straighten the aircraft, but it continued to slide to the left. The aircraft ran off the sealed runway surface and it continued to slide on the grass.

The operator reported that an inspection of the aircraft following its recovery from the lagoon did not reveal any mechanical or system anomalies that may have been a factor in the accident.

The pilot reported that he probably did not apply equal braking effort to both the left and right main landing gear brakes during the landing. While the braking technique may have been a factor, it is more likely that the pilot's limited experience in crosswind conditions and on the aircraft types were the main factors that led to the runway excursion.