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May 16, 1996 Anchorage, Alaska, U.S. McDonnell Douglas MD-11 substantial 1 minor, 1 none
The flight crew conducted a visual approach to Runway 24R in daytime visual meteorological conditions (VMC) with winds from 170 degrees at nine knots.The crew of a Boeing 747 was conducting a parallel approach to Runway 24L ahead of the MD-11.The runways were 550 feet (168 meters) apart; the threshold of Runway 24L was 4,300 feet (1,312 meters) beyond the threshold of Runway 24R.The report said that the staggered runway thresholds positioned the normal approach path to Runway 24R lower than that of Runway 24L.The MD-11 encountered wake turbulence from the B-747 about 50 feet above the runway and entered a high sink rate.The captain increased power and nose-up pitch attitude to begin a go-around, but the airplane continued to descend.The captain discontinued the go-around when the airplane touched down on the lower-aft fuselage and bounced.The airplane bounced two more times before the landing was completed.The airplane’s aft pressure bulkhead was substantially damaged.The captain received minor injuries.The report said that the probable cause of the accident was “improper in-flight planning/decision [making], which allowed the [MD-11] to encounter wake turbulence from [the B-747].”
May 25, 1996 Los Angeles, California, U.S. McDonnell Douglas MD-11 substantial 2 none
The first officer hand-flew a visual approach to Runway 25L in daytime VMC with winds from 250 degrees at 15 knots. Recorded flight data indicated that the airplane was 50 feet above ground level (AGL) when airspeed decreased 10 knots below VREF (landing reference speed) and the rate of descent increased.The airplane’s pitch attitude was 12 degrees nose-up when the main landing gear and the tail touched down on the runway.The report said that the probable cause of the accident was the flight crew’s failure to maintain the proper approach airspeed and rate of descent.
June 28, 1996 Aldan, Russia Yakovlev Yak-40 destroyed 11 minor/none
About 23 minutes after departing from Tynda, the flight crew had problems with the no. 2 engine and shut down the engine (the airplane had three engines).The crew continued the flight to Aldan. During the landing in daytime VMC, the airplane touched down hard on the nose gear about 90 meters (295 feet) before the runway threshold and bounced several times.The nose-gear assembly separated from the airplane.
Aug. 25, 1996 Jamaica, New York, U.S. Lockheed L-1011-100 substantial 262 none
The flight crew began conducting the Category II instrument landing system (ILS) approach to Runway 04R with the airplane’s autoland system engaged in daytime instrument meteorological conditions (IMC).The airplane was about seven nautical miles (13 kilometers) from Runway 04R, inbound to the final approach fix, when visibility decreased below published minimums for the approach.The approach controller told the crew that visibility was above the published minimums for the Category I ILS approach to Runway 04L and provided the ILS frequency and final approach course.The report said that while the crew transitioned for the Category I ILS approach to Runway 04L, the first officer (the pilot flying) was unable to engage the autothrottles.The captain told the first officer to manually operate the throttle levers. The airplane was flown through 500 feet AGL at 151 knots with engine thrust near idle.The airplane operator’s requirements for a stabilized approach included the following statement:“The aircraft must not continue descent below 500 feet on any approach unless it is in the landing configuration, stabilized on final approach airspeed and sink rate with the engines spun up. Any time these conditions are not met when the aircraft is at or below 500 feet, a go-around is mandatory.”When the airplane was flared for landing by the autoland system, the first officer retarded the throttles.The stick-shaker (stall-warning) system activated, and the captain advanced the throttle levers.The airplane touched down hard, and the tail struck the runway.The captain took control of the airplane and completed the landing.The report said that the probable causes of the accident were the “failure of the flight crew to complete the published checklist and to adequately cross-check the actions of each other, which resulted in their failure to detect that the leading-edge slats had not extended.”
　
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