History of Flight
On June 21, 2022, about 1738 eastern daylight time, RED Air flight 203, a Boeing MD-82, registration HI-1064, overran the end of runway 9 at Miami International Airport (MIA), Miami, Florida, after the left main landing gear (MLG) failed shortly after landing. The airplane impacted a concrete and steel structure in the grassy area to the left of the runway and came to a stop. A postcrash fire ensued while the airplane was being evacuated. Of the 140 occupants, 4 passengers sustained minor injuries. The fire was extinguished by aircraft rescue and firefighting personnel.
The flight was operating as a scheduled international passenger flight from Las Américas International Airport (SDQ), Santo Domingo, Dominican Republic, to MIA under 14 CFR Part 129.
The flight crew arrived at MIA about 0830 for the first flight of the day. The first officer conducted a walkaround and observed no anomalies. The airplane departed MIA about 1028 and arrived at SDQ about 1115. The accident flight departed SDQ about 1435. The captain was pilot monitoring; the first officer was pilot flying.
The takeoff, climb, and en route phases were uneventful. The flight was cleared for the ILS approach to runway 9. The first officer disconnected the autopilot descending from 400 to 200 ft agl and manually flew the remainder.
The first officer recalled that the airplane touched down smoothly on the right and then left MLG, slightly right of centerline, which he corrected. Shortly after, the crew felt vibration on the left side. The vibration increased, and the airplane veered left despite crew efforts. The airplane departed the paved surface and impacted the glideslope equipment building for runway 30, collapsing the nose gear and right MLG. A postcrash fire began on the right wing after the fuel tank was breached.
Flight attendants described the flight as calm with slight turbulence during descent. They reported that the initial touchdown was smooth, but when thrust reversers activated (quicker than normal), they felt vibrations, noted loud noise, and then the thrust reversers were turned off. Vibrations became very excessive, shaking violently. The airplane started sinking on the left side and stopped completely.
The crew initially instructed passengers to remain seated. While performing engine shutdown, they learned of smoke in the cabin, and the captain commanded evacuation from the left side. One aft flight attendant had initiated evacuation before the command.
Video evidence showed the airplane touched down with about 8,900 ft of runway remaining. Tire deposits starting about 1,300 ft from touchdown showed left MLG shimmy. Shimmy amplitude increased until the left MLG collapsed with about 6,930 ft remaining. The airplane skidded on its left wing, veered left, and the right wing impacted the glideslope building.
Personnel Information
The captain's medical certificate required corrective lenses; he stated he was wearing contact lenses. The first officer's certificate had no limitations. Post-accident drug and alcohol testing of both pilots identified no impairing substances.
Aircraft Information
The McDonnell Douglas MD-82 (formerly DC-9-82) was manufactured in 1990. It was purchased by RED Air on February 15, 2021, and registered in the Dominican Republic. It had accumulated 69,838 hours and 36,990 cycles. The airplane was powered by two Pratt & Whitney JT8D-219 engines mounted on the aft fuselage. It was configured with 149 passenger seats and eight exits: L1 and R1 doors, four overwing exits, L2 door, and tailcone exit. The L1, R1, L2, and tailcone exits had evacuation slides.
The left and right MLG each have outboard and inboard wheels. The antiskid system controls brake hydraulic pressure. Shimmy dampers on both MLGs prevent excessive vibration; they are connected between upper and lower torque links. The damper consists of a housing and hydraulic reservoir; a piston separates two chambers filled with hydraulic fluid. A Belleville spring keeps the piston centered.
RED Air's maintenance program was approved by the Dominican Republic Civil Aviation Authority. Maintenance records from March 21 to June 21, 2022, showed normal routine maintenance with no landing gear discrepancies. Additional records showed non-routine maintenance: left shimmy damper reservoir fluid level was low and refilled. Landing gear were overhauled by Suncoast Landing Systems in August 2016; left MLG had 35,405 cycles at overhaul, with next due at 55,405 cycles or August 2026.
The Boeing MD-80 Maintenance Planning Document required visual check of wheel wells and shimmy dampers every 3 days. RED Air's program included shimmy damper check during "S" service (walk-around inspection). Last "S" service was on June 20, 2022, with no anomalies noted.
Meteorological Information
At 1753, MIA automated surface observing system reported wind from 050° at 9 knots gusting to 16 knots, visibility 10 statute miles or greater, few clouds at 3,000 ft agl, few clouds at 4,500 ft agl, broken ceiling at 25,000 ft agl, temperature 30°C, dew point 16°C, altimeter 30.08 inHg.
Wreckage and Impact Information
The airplane came to rest on its fuselage with all landing gear collapsed. The L1 and L2 doors were open with slides inflated. Forward right overwing exit and both left overwing exits were opened. R1 door, tailcone, and aft right overwing exit were not opened. Interior was generally intact; main aisle and floor-level exit areas were clear.
Rubber deposits from left MLG tires were found on the runway, increasing in amplitude, indicating shimmy. Initial markings were continuous from side-to-side oscillations; later became arched and noncontinuous, then changed to a single-tire pattern on the opposite side of centerline, consistent with tire sidewall contact after collapse. First debris was a rubber piece from No. 2 tire outboard side.
When the airplane was lifted, the left MLG dropped to extended position, axle rotated 90° outboard. The lower side brace fractured below the joint; upper side brace fractured into three pieces. Upper torque link intact but lug fractured; mating structure from lower torque link remained attached to apex bolt. Retract actuator piston fractured and bent. Down lock actuator and upper lock link springs undamaged; lower lock fractured inboard of attachment. All fractures were ductile overload; no fatigue. Damage consistent with side braces moving opposite normal direction.
The left MLG shimmy damper was missing its service port cap and hydraulic reservoir. Reservoir pieces were found about 200 ft north of runway 9 centerline. The area where reservoir threaded into housing had impact damage and stripped threads. Cap, housing, and housing bolts showed impact damage. Breakout torque of housing bolts was below specified 116-126 inch-pounds. Cap-side components were correctly installed; one of five Belleville washers (second from piston) was fractured due to ductile separation. Orifices were open. Check valve/service port lacked valve cap; lockwire found on bolt No. 8 with intact loop that would have connected to service port cap. Breakaway torque was 259 in-lb vs 80-100 in-lb nominal. Check valve failed leakage test at 5 and 1,000 psig after cleaning.
The Belleville washer had a radial crack at 12:00 position; fracture exhibited overstress characteristics and bending stresses. Lockwire remnant was about 2 inches long with a loop and witness marks from rubbing.