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This is the story of miami air international flight 293. On the 3rd of may 2019, a miami air international 737 was on its way from guantanamo naval air station to jacksonville naval air station, This was the second flight of the day and this was their last flight of the day. Before leaving the pilots checked the weather for their destination. It was quite stormy so they decided to also check the weather for their alternate airport as well. Moreover they found out that the left hand thrust reverser was out of commission for this flight. The thrust reverser is pretty important as it redirects the engines thrust allowing the plane to slow down while landing. Its a nice to have but not a must so they decided to go ahead with the flight. The takeoff from guantanamo and the cruise were all normal once they started to near jacksonville they started to pick up some weather on their radar. The pilots decided to fly around the storm cells avoiding the worst of it. At this time jacksonville naval air station was getting absolutely hammered by rain. The winds were at 20 knots and gusting upto 30 knots. In the cockpit the pilots were setting the plane up for a Rnav approach to runway 10 at jacksonville. The pilots set the autobreak to 2. But the controller then changed things up, the controller cleared flight 293 for an rnav approach to runway 28. The controller told the pilots to expect moderate to heavy rains on their approach to runway 28. As the controller took flight 293 lower and lower the pilots programmed the RNAV 28 approach into the flight management computer of the 737. As they flew the approach the controllers could see that the rain was moving to the east and so they inquired with flight 293 about landing on runway 10 instead, the captain thought that that was a good idea and said “yeah go ahead lets do it”. The controller guided flight 293 to the final approach fix for runway 10. The controller let flight 293 know that he'd be using precision approach radar monitoring to help the pilots get down to the runway threshold. PAR or precision approach radar is often used by the US navy in poor visibility conditions to help pilots line up with the runway. As the plane got closer, the controller gave the pilots roll out and go around data for the approach. As the gear came out the winds at the runway was at 240 degrees and 10 knots. At 9:40 pm the controller let the pilots know that they were well above the 3 degrees glidepath down to the runway. Within seconds the autopilot was disconnected and the rate of descent went up from 1100 to 1400 feet per minute. The pilots worked through the landing checklist, as the landing checklist was completed the rate of descent slowed to about 1000 feet per minute. The 737 was pretty much on glide now. But it didnt stay that way for long, the 737 was above the glideslope again within minutes. Moreover the pilots were struggling to keep the plane lined up with the runway when they were at 1400 feet the plane was 100 feet to the right of the runway and that margin just grew for a while till they were 220 feet to the right of the runway. As the plane descended the pilots put the plane into a left bank to correct that. In the cockpit the sink rate warning blared as the plane got closer and closer to the runway. They were descending way too fast and they just too fast period. Flight 293 touched down 1500 feet past the displaced threshold of runway 10.
As soon as they were on the runway the pilots engaged the reverse thrust on the right hand engine and the spoilers came out slowing the plane down. As the plane went down the runway the auto brakes were applied and soon after that manual braking kicked in. The captain was braking as hard as he could but the plane just wouldn't slowing down. The captain was fighting to keep his plane on the centerline. But despite all of this the plane still wasnt slowing down fast enough. The problem was that unlike at most airports runway 10 at jacksonville lead right to a
26 авг 2024
