Vliegtuigongeval op 18 DEC 2003 met McDonnell Douglas MD-10F N364FE - Memphis International Airport, TN (MEM)
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Datum:donderdag 18 december 2003
Type:Silhouette image of generic DC10 model; specific model in this crash may look slightly different
McDonnell Douglas MD-10F
Luchtvaartmaatschappij:FedEx Express
Registratie: N364FE
Constructienummer: 46600/4
Bouwjaar: 1971
Aantal vlieguren:65375
Aantal vluchten:26163
Motoren: 3 General Electric CF6-6D
Bemanning:slachtoffers: 0 / inzittenden: 2
Passagiers:slachtoffers: 0 / inzittenden: 5
Totaal:slachtoffers: 0 / inzittenden: 7
Schade: Vernield
Gevolgen: Written off (damaged beyond repair)
Plaats:Memphis International Airport, TN (MEM) (   Verenigde Staten)
Fase: Landing (LDG)
Soort vlucht:Vracht
Vliegveld van vertrek:Oakland International Airport, CA (OAK/KOAK), Verenigde Staten
Vliegveld van aankomst:Memphis International Airport, TN (MEM/KMEM), Verenigde Staten
Vluchtnummer: 647
FedEx flight 647 departed Oakland at 06:32 PST for a cargo flight to Memphis. The first officer was the pilot flying on that leg. The captain of the flight was a company check airman who was conducting a multi-leg line check for the first officer. The flight was routine until the approach to Memphis.
At 12:06 the captain contacted Memphis Approach. He was told to expect an approach to runway 36L. After listening out the ATIS, the captain advised the first officer that the winds were out of "three twenty at sixteen gusts to twenty two. Ten miles [visibility]. It's still saying wind shear."
At 12:15 Memphis Approach informed the flight that they should expect to land on runway 36R instead of 36L, as previously instructed. Six minutes later the captain radioed that they had the airport in sight. The controller cleared them for a visual approach and instructed the captain to contact Memphis Tower. The tower controller stated: "FedEx six forty seven heavy, Memphis tower, number two following a heavy Airbus two mile final caution wake turbulence runway three six right. Gain and loss of ten [knots] short final runway three six right, cleared to land."
The airplane was configured for landing and the crew discussed adding 4 knots to the Vref speed.
A single tailwind shear alert sounded about 12:23:52. Moments later the airplane descended through 1000 feet. The captain confirmed the approach was stable and the approach to land was continued.
During the 20 seconds before touchdown, the airplane's descent rate was 12.5 feet per second (fps) with +/- 2.5-fps oscillations. At 12:25:52, the airplane's left main landing gear touched down at a rate of about 12.5 fps; about 0.25 second later, the right main landing gear touched down at a rate of about 14.5 fps. The MD-10 landing gear is designed to be capable of absorbing energy that is equivalent to a maximum airplane descent rate of 12 fps.
The excessive vertical and lateral forces on the right main landing gear during the landing exceeded those design limits and resulted in the fracture of the outer cylinder and the collapse of the right main landing gear. The airplane began to bank and turn to the right. The crew were unable to steer the airplane back to the left and it skidded off the right side of the runway and came to a stop in the grass. Shortly after coming to a stop there was an explosion and a fire developed on the right side to the airplane. All seven occupants were able to successfully evacuate the airplane using the cockpit windows.

Probable Cause:

PROBABLE CAUSE: "1) the first officers failure to properly apply crosswind landing techniques to align the airplane with the runway centerline and to properly arrest the airplanes descent rate (flare) before the airplane touched down; and 2) the captains failure to adequately monitor the first officers performance and command or initiate corrective action during the final approach and landing."

Accident investigation:

Investigating agency: NTSB
Status: Investigation completed
Duration: 1 year and 5 months
Accident number: NTSB AAR-05-01
Download report: Final report



NTSB issued 5 Safety Recommendations

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photo of MD-10F-N364FE
accident date: 18-12-2003
type: McDonnell Douglas MD-10F
registration: N364FE
photo of MD-10F-N364FE
accident date: 18-12-2003
type: McDonnell Douglas MD-10F
registration: N364FE
photo of MD-10F-N364FE
accident date: 18-12-2003
type: McDonnell Douglas MD-10F
registration: N364FE
photo of MD-10F-N364FE
accident date: 18-12-2003
type: McDonnell Douglas MD-10F
registration: N364FE
photo of MD-10F-N1801U
accident date: 18-12-2003
type: McDonnell Douglas MD-10F
registration: N1801U

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Deze kaart geeft het vliegveld van vetrek weer en de geplande bestemming van de vlucht. De lijn tussen de vliegvelden geeft niet de exacte vliegroute weer.
De afstand tussen Oakland International Airport, CA en Memphis International Airport, TN bedraagt 2868 km (1793 miles).
Accident location: Exact; deduced from official accident report.

This information is not presented as the Flight Safety Foundation or the Aviation Safety Network’s opinion as to the cause of the accident. It is preliminary and is based on the facts as they are known at this time.
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