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20 Jul 2019 - Final report published into Smartwings 737-800 N624XA overrun at Pardubice on Aug 1st 2018

On 1st Aug 2018 737-800, N624XA (32624/961 ex VP-BLD, D-ABBB) F/O PF, was landing at Pardubice (LKPD) runway 27, at 16:12Z (18:12L) in a slight tailwind on a wet runway with Flap 30 and autobrake 2. The aircraft touched down 965 meters / 3170 ft after the threshold. During the landing run the Captain took control and applied maximum manual brakes but overran the runway with the main gear 12 meters past the end of the paved surface. There were no injuries or damage to the aircraft.

LKPD 011600Z VRB02KT 9999 VCTS FEW040CB SCT080 28/20 Q1017 NOSIG=

Runway 27 LDA 2500m / 8200 ft, Cat I ILS, 3 deg PAPIs.

The use of autobrake (AB) 2 had been briefed by the F/O (PF) although a landing distance calculation had not been performed. 8 minutes before landing when Approach reported the runway state as WET, the F/O suggested the use of AB3, but the Captain overuled the suggestion saying "won’t really matter you have the reversers" (Google translation from the original text in Czech).

The deceleration rate B 737 NG guaranteed by Boeing for AB 2 is 5 ft / sec2. For AB max is 14 ft / sec2. The FDR showed that after landing, the crew used AB 2 for about 31 seconds and reduced the speed from the initial GS of 152.5 kt to about 70 kt GS. Another approx. 7 seconds after taking over the PIC control, the Captain used the AB max / manual to charge the airplane. Landing took place with a load of 1.38G. When landing on the main landing gear wheels, the ground spoilers were immediately pulled out and the crew immediately used reverse thrust. The aircraft slowed down using AB 2 and below 70 kt with AB max / manual simultaneously using reverse thrust of both engines down to GS 14 kt. During the airplane deceleration phase, the N1's were 71% and 66%. Subsequently, the aircraft slowed to GS 2 kt. The N1 of both engines were 30% down to GS 2 kt.

The final report concluded that the probable causes of the serious incident were that the flight crew did not comply with the sterile flight deck procedures that led to the loss of situational awareness (SITAW) resulting in non-compliance with the FCTM procedures, failure to calculate landing performance, and non-risk assessment during landing. (Google translation from the original text in Czech)

Given the cause of the serious incident, AAII does not issue a safety recommendation.

The final report can be downloaded here.

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*** Updated 23 Nov 2020 ***

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Stopping position of N624XA after the overrun

Stopping position of N624XA after the overrun (Photo: Final report)

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