History of Flight
A Boeing 737-400, registration 9M-MQK, operated a scheduled passenger flight from Kuala Lumpur, Malaysia, to Singapore. The captain was the pilot flying (PF) and the first officer was the pilot not flying (PNF). The flight was normal until landing at Singapore Changi Airport on 6 October 2003 at approximately 12:09 pm local time.
The aircraft landed on Runway 20R, which has a displaced threshold of 740 m and a landing distance available of 3260 m. Air traffic control cleared the crew to exit via Taxiway W9, the last operational taxiway at the end of the runway, and advised that the runway was wet. The crew acknowledged this.
During the approach, the PF armed the autobrakes at setting 1, intending to use Taxiway W6. However, before touchdown, he disarmed the autobrakes and planned to roll to the end and exit via W9, using manual braking. The PF stated that company policy permits discretionary use of autobrakes.
The approach was stable, with ILS indicators centred. Both pilots reported light and variable wind, good visibility, and no rain at touchdown. All required call-outs were made by the PNF.
Landing Roll and Excursion
Touchdown was normal. The PNF called out the speedbrakes, and the PF extended them manually immediately after touchdown. During the landing roll, the PF decided not to deploy thrust reversers and retracted the speedbrakes to adjust deceleration. He confirmed that he often retracted speedbrakes when rolling to the end of a long runway.
Both pilots did not recall noticing runway markers or centreline lights near the end of the runway. At about 80 to 90 knots, the PF applied maximum braking and selected full reverse thrust. When braking proved ineffective, he attempted to steer onto Taxiway W10, which was not operational, to stay on paved surface.
The PNF, whose duties include drawing attention to overlooked factors, did not alert the PF of the high speed until around 80 knots. At that point, the PNF also applied brakes, but without success.
The aircraft departed the paved surface at the intersection of Runway 20R and Taxiway W10, coming to a stop on a grass verge approximately 50 m from the runway and 8 m from the edge of Taxiway W10. The nose gear became ensnared with temporary airfield lighting cables.
Evacuation and Damage
After the aircraft stopped, the engines were shut down. The PF informed ATC, who reported no signs of fire. Airport Emergency Service personnel arrived and confirmed no fire. All 145 passengers and seven crew members evacuated through the left forward door using a mobile step. No injuries occurred.
The starboard engine ingested mud and grass, causing tears in some first stage rotor blades. The outboard tyre of the left main landing gear suffered a deep gouge. Damage to airport infrastructure included broken taxiway edge lights, a runway guard light, a guidance sign, and a microwave barrier detector. Forty temporary lighting cables were cut; thirty were later spliced, and ten replaced.
Flight Data Recorder Information
FDR data showed the speedbrakes were deployed for about 15 seconds after touchdown before being retracted. Approximately 18 seconds after retraction, brake application began. Thrust reversers were deployed when the aircraft was estimated abeam of Taxiway W8, with full reverse thrust achieved 12 seconds later due to engine spool-up time.
Personnel Information
The pilot-in-command, aged 33, held an Airline Transport Pilot Licence issued by Malaysia and had 6,500 total flying hours, with 3,100 hours on type (2,300 as commander). The co-pilot's details were not fully provided in the report.
Probable Cause
The official investigation's stated cause was not included in the provided source text.