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| Title: | Runway excursion, Piedmont Airlines Flight 467, Boeing 737-222, N752N, Charlotte Douglas International Airport, October 25, 1986 |
| Micro summary: | This Boeing 737-222 lost directional control and left the runway on landing. |
| Event Time: | 1986-10-25 at 2007:43 EDT |
| File Name: | 1986-10-25-US.pdf |
| Publishing Agency: | National Transportation Safety Board (NTSB) |
| Publishing Country: | USA |
| Report number: | NTSB-AAR-87-08 |
| Pages: | 108 |
| Site of event: | RWY 36R |
| Latitude/Longitude: | N35°12'37" W80°56'37" |
| Departure: | Newark Liberty International Airport, Newark, New Jersey, USA |
| Destination: | Charlotte-Douglas International Airport, Charlotte, North Carolina, USA |
| Airplane Type(s): | Boeing 737-222 |
| Flight Phase: | Landing |
| Registration(s): | N752N |
| Operator(s): | Piedmont Airlines |
| Type of flight: | Revenue |
| Occupants: | 119 |
| Fatalities: | 0 |
| Serious Injuries: | 34 |
| Minor/Non-Injured: | 85 |
| Other Injuries: | 0 |
| Executive Summary: | On October 25, 1986, Piedmont Airlines flight 467, a Booing 737-222, N752N, was a regularly scheduled flight operating under 14 CFR 121 from Newark International Airport to Myrtle Beach, South Carolina, with an en route stop at Charlotte Douglas International Airport, Charlotte, North Carolina. There were 114 passengers and 5 crewmembers on board. The flight was routine until its arrival into the Charlotte area, where instrument meteorological conditions prevailed. At 2004:17, the flight was cleared for the instrument landing system approach (ILS) to runway 36R. The airplane touched down at 2007:19 and about 2007:43 it departed the runway. The airplane struck the localizer antenna array located about 300 feet from the departure end of the runway, struck a concrete culvert located 18 feet beyond the localizer, and continued through a chain link fence. It came to rest upon the edge of railroad tracks located 440 feet from the departure end of the runway. The airplane was destroyed, 3 passengers sustained serious injuries, and 3 crewmembers and 28 passengers sustained minor injuries in the accident. The safety issues in this accident concern flightcrew nonadherence to operating procedures. The evidence indicates that the airplane was not configured for a landing, as required, upon crossing the final approach fix. Rather, the final flap setting was attained about 500 feet above ground level. In addition, several issues relating to postaccident survivability were identified. These include removing obstacles located beyond the runway safety area, and serving alcohol to intoxicated passengers. The National Transportation Safety Board determines that the probable cause of the accident was the captain's failure to stabilize the approach and his failure to discontinue the approach to a landing that was conducted at an excessive speed beyond the normal touchdown point on a wet runway. Contributing to the accident was the captain's failure to optimally use the airplane decelerative devices. Also contributing to the accident was the lack of effective crew coordination during the approach. Contributing to the severity of the accident was the poor frictional quality of the last 1,500 feet of the runway and the obstruction presented by a concrete culvert located 318 feet beyond the departure end of the runway. As a result of its investigation, the Safety Board issued a recommendation to the Federal Aviation Administration (FAA) to require airport managers, at the earliest opportunity, to repair or remove obstacles, such as concrete culverts, that are adjacent to airport operating areas. The Safety Board also issued recommendations to the FAA urging it to issue operations bulletins to principal operations inspectors of air carriers operating aircraft with flight attendants informing them of the need to cease providing alcohol to passengers who are in, or appear that they are about to be in, an intoxicated state; and to require a one-time inspection of flight attendant seat pan roller assemblies. In addition two recommendations concerning the measurement of runway friction were issued to the FAA. Two recommendations to the American Association of Airport Executives and the Airport Operators Council International, Inc., requested their memberships to repair or remove obstacles adjacent to airport operating areas, to identify deficient runways conditions, to use approved friction measuring devices to measure dry runway coefficients of friction, and to correct runway conditions that do not meet the FAA-recommended criteria. |
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