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MD83, Are/Ostersund Sweden, 2007

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Summary
On 9 September 2007, an MD83 being operated by Austrian Company MAP Jet, which was over the permitted weight for the runway and conditions, made a night take off from Are/Ostersund airport, Sweden, very near the end of the runway and collided with the approach lights for the opposite runway before climbing away.
Event Details
When September 2007
Actual or Potential
Event Type
Ground Operations, Human Factors, Runway Excursion
Day/Night Night
Flight Conditions On Ground - Normal Visibility
Flight Details
Aircraft MCDONNELL DOUGLAS MD-83
Operator MAP Jet
Domicile Austria
Type of Flight Public Transport (Passenger)
Origin Åre-Östersund
Intended Destination Antalya Airport
Take off Commenced Yes
Flight Airborne Yes
Flight Completed Yes
Flight Phase Take Off
TOF
Location - Airport
Airport Åre-Östersund
General
Tag(s) Inadequate Aircraft Operator Procedures,
Ineffective Regulatory Oversight
HF
Tag(s) Violation,
Data use error,
Procedural non compliance
RE
Tag(s) Overrun on Take Off,
Unable to rotate at VR
Outcome
Damage or injury Yes
Aircraft damage Minor
Non-aircraft damage Yes
Injuries None"None" is not in the list (Few occupants, Many occupants, Most or all occupants) of allowed values for the "Injuries" property.
Fatalities None"None" is not in the list (Few occupants, Many occupants, Most or all occupants) of allowed values for the "Fatalities" property. ()
Causal Factor Group(s)
Group(s) Aircraft Operation
Safety Recommendation(s)
Group(s) Aircraft Operation
Investigation Type
Type Independent

Description

On 9 September 2007, an MCDONNELL DOUGLAS MD-83 being operated by Austrian Company MAP Jet, which was over the permitted weight for the runway and conditions, made a night take off from Are/Ostersund airport, Sweden, and after failing to get airborne until almost the end of the runway, collided with the approach lights for the opposite runway direction before climbing away and completing the intended flight to Antalya.

The Investigation

An Annex 13 Serious Incident Investigation was carried out by the Swedish AIB and their Report was published on 18 September 2009. The Investigation found that:

  • The take off was made more than 3 tonnes3,000 kg
    6,613.868 lbs
    above the maximum permitted weight for the runway and prevailing conditions.
  • Rotation was initiated when 630 metres of the runway remained and was slower than normal
  • The nose wheel lifted when 250 metres of the runway remained.
  • The main wheels lifted when 30 metres of the runway remained.
  • The height of the aircraft as it passed the runway threshold was less than 30 cm.

It also concluded that both the arrangements under which the flight crew were operating as employees of the aircraft lessor (MAP) and the implementation of JAR-OPS procedures by that aircraft operator were not properly constituted.

The overall conclusion published in the Final Report was that:

"The incident was caused by deficiencies in the company’s handling of the balance between flight safety and production. These deficiencies lead, among other things, to that take off performance calculations was carried out without some limiting factors, implying that the aircraft mass exceeded the maximum allowed under the prevailing conditions."

Safety Recommendations

Two Safety Recommendations were made in the Final Report:

  1. "The Swedish Transport Agency is recommended to increase the number of SAFA inspections (Safety Assessment of Foreign Aircraft), and in the international flight safety community (to) work for these inspections (to be) completed with control of the statements regarding operational documentation of the actual flight.
  2. The Swedish Transport Agency is recommended to (support) the Austrian Civil Aviation Authority (to) follow up the work of improvement within the (aircraft operator) regarding (the) Safety Management System (and the) employment routines and training of cockpit crew."

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Further Reading