History of Flight
On October 27, 2016, at about 1942 eastern daylight time, Eastern Air Lines flight 3452, a Boeing 737-700 registered N923CL, overran runway 22 during the landing roll at LaGuardia Airport (KLGA), Flushing, Queens, New York. The aircraft traveled through the right forward corner of the engineered materials arresting system (EMAS) at the departure end of the runway and came to rest off the right side of the EMAS. The two certificated airline transport pilots, seven cabin crewmembers, and 39 passengers were not injured and evacuated via airstairs. The aircraft sustained minor damage. The charter flight was operating under 14 CFR Part 121. Night instrument flight rules conditions prevailed, and an IFR flight plan was filed. The flight originated at Fort Dodge Regional Airport (KFOD), Fort Dodge, Iowa, about 1623 central daylight time.
The first leg of the trip began on October 14, 2016. The captain was the pilot monitoring (PM), and the first officer was the pilot flying (PF). The autopilot and autothrottles were engaged from about 2,500 ft after takeoff. En route and descent were uneventful, but moderate-to-heavy rain was encountered during the final 15 minutes.
According to the cockpit voice recorder (CVR), the first officer partially briefed the ILS approach for runway 13 at about 1848, with autobrake 3 and flaps 30. ATIS information "Bravo" indicated visibility 3 miles in rain, ceiling 1,500 ft broken, overcast at 2,200 ft, wind 130° at 9 knots, and braking action advisories. About 1852, the first officer briefed the ILS approach for runway 22 after the captain clarified runway 13 was used for departures.
About 1902, the crew completed the runway 22 approach briefing with the same settings, Vref 137 knots. ATIS "Charlie" indicated visibility 3 miles in rain, ceiling 900 ft broken, overcast at 1,500 ft, wind 120° at 9 knots. The crew discussed manual deployment of speed brakes because the automatic speed brake module had been deactivated two days prior and deferred per the MEL, with corrective action scheduled for November 4.
At about 1927, vectors to the final approach course were provided. At about 1936, the flight was cleared for the approach. The first officer called for landing gear extension and flaps 15; later flaps 30. The captain stated the localizer and glideslope were captured at about 1937. The landing checklist was completed near the final approach fix.
The captain pointed out approach lights at about 1939. The first officer disconnected the autopilot at about 300 ft radio altitude at 1940:12 per SOP, and disconnected the autothrottles at 1940:19. Shortly after, the airplane deviated above the glideslope and crossed the threshold at a height consistent with the VGSI. The enhanced GPWS alerted decreasing altitude from 50 ft. Pitch attitude increased in the flare from 2.8° at about 38 ft. After the 20-ft alert, the captain said "down" at 1940:43.3; after the 10-ft alert, he said "down down down down you're three thousand feet remaining" at 1940:46.6. There was no callout of spoilers or thrust reversers during rollout.
FDR data showed the airplane crossed the threshold at 66 ft radio altitude with a descent rate of about 750 ft/min. It floated before touchdown. The captain reported the flare prompted him to tell the first officer to "get it down." The first officer recalled the instruction to "put it down" but was unsure of the touchdown point. FDR data indicated main gear touchdown at 1940:51.8, about 4,242 ft beyond the threshold of the 7,001-ft runway. Maximum manual wheel brakes were applied at touchdown. Throttles were not fully reduced to idle until about 16 seconds after flare initiation. Nose gear initially touched down 2 seconds later but rebounded due to aft control column, then touched down finally at 1940:56.8.
The captain manually deployed speed brakes at 1940:56.3, about 4.5 seconds after main gear touchdown. Maximum reverse thrust was commanded at 1940:59.8, about 1,650 ft from touchdown. The captain saw the runway end and applied maximum braking and right rudder to veer right. The first officer reported the captain did not tell him he was braking/steering, and no such callout was on CVR. The first officer applied left rudder because the airplane pulled right, counter to his expectation due to a left crosswind. At 1941:08.3, sounds of rumbling consistent with runway exit were recorded. The airplane entered the EMAS at about 35 knots groundspeed and came to rest 172 ft beyond the runway end and to the right of the EMAS. After stopping, the first officer twice remarked they should have conducted a go-around; the captain agreed.
Personnel Information
The captain, age 58, held an ATP certificate with multiple type ratings, including Boeing 737. He had 20,638 flight hours, 14,767 PIC, with 3,000 hours on 737s. He passed his most recent 737 proficiency check on March 16, 2016. The first officer, age 49, held an ATP with type ratings on Boeing 737, Cessna Citation CE-500, and Embraer ERJ-170/190. He had 6,200 flight hours, 3,137 PIC, with 225 hours on 737s. His most recent 737 proficiency check was February 2, 2016. Neither pilot had prior accident or enforcement actions.
Aircraft Information
The Boeing 737-700, serial number 28006, was manufactured May 15, 1998. It was equipped with two CFM56-7B22 engines. At the incident, airframe hours were 48,179. The auto speed brake system automatic mode was inoperative and deferred per the MEL, indicated by a paper sticker and amber SPEED BRAKE DO NOT ARM light. The autobrake select switch was found at position 3. Manual brake application would override and disarm the autobrake system. The airplane's antiskid system was functional. Landing weight was about 116,560 lbs, within limits.
Meteorological Information
At 1851 EDT, LaGuardia ASOS reported wind 090° true at 9 knots, visibility 3 statute miles in moderate rain, ceiling broken at 900 ft, overcast at 1,500 ft, temperature 13°C, dew point 11°C, altimeter 30.14 inHg. At 1951 EDT, wind 100° true at 10 knots gusting to 15 knots, visibility 3 sm in moderate rain and mist, ceiling overcast at 1,000 ft, temperature 13°C, dew point 12°C, altimeter 30.10 inHg.
Wreckage and Impact Information
After the airplane traveled through the EMAS, pulverized EMAS material coated the lower forward portions, landing gear, and antennas. Pieces of matting were found on the airplane. No preimpact anomalies were noted in nose landing gear; main landing gear strut components showed damage after cleaning and retraction, including damaged wire bundle support brackets and conduit sleeve. Main wheel tires had cut damage but no flat spots or hydroplaning evidence. Brake assemblies showed no damage or leaks. The No. 1 engine had four fan blades bent opposite rotation at the tip corner; No. 2 engine had no visible blade damage. Thrust reversers had postincident damage to inboard sleeves and blocker doors. Speed brake handle was full forward; all spoiler panels were retracted and undamaged.