Nasty Overruns Past and Present
737-400 of BRA Transportes Aeros - 22 Mar 2006  Congonhas  (Sao Paulo Brazil)  How close can you go?
TAM fokker 100 April 1991
 
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More: Fokker 100 (F-28-0100)
 
PT-MRA (cn 11284) He rolled away from his parking position. Nobody on board.  

Taken at

More: Sao Paulo - Congonhas (CGH / SBSP)
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Brazil, April 1991

 

and swissair at Athens Greece
Status: Final Narrative:
The aircraft touched down 740m past the displaced threshold of runway 15L (2240m before the end), following an ILS approach. The DC-8 touched down at a speed of 146 knots, decelerated but overran the end of the runway. The left wing and tail separated before the aircraft came to rest on a public road some 80m beyond the end of the runway and 4m below airport elevation. A fire broke out on the right side and spread quickly.
The DC-8 was called "Uri".
Date: 08 OCT 1979
Time: 22:15
Type: McDonnell Douglas DC-8-62
Operator: Swissair
Registration: HB-IDE
C/n / msn: 45919/312
Year built: 1967
Engines: 4 Pratt & Whitney JT3D-
Crew: Fatalities: 0 / Occupants: 12
Passengers: Fatalities: 14 / Occupants: 142
Total: Fatalities: 14 / Occupants: 154
Airplane damage: Written off
Location: Athens-Athinai Airport (ATH) (Greece)
Phase: Landing
Nature: International Scheduled Passenger
Departure airport: Genève-Cointrin Airport (GVA)
Destination airport: Athens-Athinai Airport (ATH)

PROBABLE CAUSE: "(1) The crew touched down the aircraft too late, at a speed higher than normal after a non-stabilized final approach. (2) The crew did not fully apply the braking systems (wheel brakes and reverse thrust) particularly the wheel brakes after a touchdown under known adverse conditions, so that it was not possible to stop the aircraft at least before the end of the overrun area."
Note: the member of the Operations team of the Accident Investigation Committee had a different opinion from the rest of the Committee regarding the cause of the accident. That is:
"After a non-stabilized approach a too-late touchdown at an increased speed was not realized by the crew. Contributing was the fact that (1) the company's recommended technique concerning 'landing when braking action is less then good' was not followed by the crew. (2) Wheel brake application was not fully utilized by the crew at the proper stage of rolling after touchdown. (3) Reverse thrust application was not fully utilized by the crew at the proper stage of rolling after touchdown. "

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