Flight Details
The crew began their duty for a flight from Yokota, near Tokyo, Japan, to Singapore at 1000 hours local time (0900 hours Singapore time) on 13 December 2002. The aircraft departed Yokota at 1125 hours local time (1025 hours Singapore time). The first officer (FO) was the handling pilot for the flight, which had an expected flight time of about 7 hours.
Weather Information and Approach
The crew was aware of Changi Airport’s ATIS ‘Y’ weather information, provided at about 1640 hours, which indicated thunderstorm activity, low-level windshear, and heavy rain in Singapore. The aircraft was cleared to land on Runway 20R. At about 7 miles from the airport, Changi Tower advised that the wind was from 350 degrees at 5 knots, the runway surface was wet, visibility from the tower was about 1,000 metres, and landing traffic had reported braking action at the end of Runway 20R as medium to poor.
Approach and Landing
The approach and landing were carried out in heavy rain. The approach was stabilised and normal, with an approach speed of about 148 knots and flaps set to 35. At about 300 feet above ground, the pilot in command (PIC) reported having the approach lights and runway lights in sight, while the FO still could not see them because the rain removal on the FO’s windshield side was ineffective. The FO felt the PIC was placing his hands on the controls. The PIC noticed the aircraft had drifted slightly left of the runway centreline and instructed the FO to correct. Although the FO corrected, he still could not see the approach lights clearly at about 200 feet. The FO then felt the PIC was in control and making corrections, so he let go of the controls.
The cockpit voice recorder (CVR) indicated the PIC was aware the aircraft was floating down the runway and informed the crew: “We are floating way down the runway.” The PIC subsequently moved the control column forward to make a positive landing. The aircraft landed at 1743 hours.
Overrun
An air traffic controller observed the aircraft touch down on the runway at a point roughly abeam the control tower, just before the turn-off for Taxiway W6, about 1,500 metres from the end of the runway. Two Airport Emergency Service officers also noted that the aircraft floated way beyond the normal touchdown zone. The aircraft’s speed at touchdown was estimated from flight data recorder data to be about 135 knots.
Upon touchdown, the PIC deployed spoilers and thrust reversers. The thrust reversers for Engines Nos. 1, 2, and 3 deployed almost immediately, while that of Engine No. 4 was reportedly slow. The PIC and FO pushed hard on the brake pedals but felt no braking response. The aircraft did not stop before reaching the end of the runway, veering slightly to the right as it exited the runway. The speed when leaving the runway was about 60 knots. The aircraft rolled in mud during the overrun; the nose landing gear broke off halfway, and the aircraft came to rest in a grass and soggy area about 300 metres from the end of the runway. There was no fire.
Evacuation
After the aircraft came to a complete stop, the PIC stowed the thrust reversers. The crew completed the evacuation checklist and exited the aircraft from Door L1 with the assistance of Airport Emergency Service personnel who had already arrived.