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FedEx Express Flight 80

FedEx Express Flight 80
N526FE, the crashed MD-11, awaits take-off clearance at Narita International Airport, just one day before the crash on its return trip.
Accident summary
Date March 23, 2009
Summary Pilot error
Site Narita International Airport
Passengers 0
Crew 2
Injuries (non-fatal) 0
Fatalities 2 (both)
Survivors 0
Aircraft type McDonnell Douglas MD-11F
Operator FedEx Express
Registration N526FE
Flight origin Guangzhou Baiyun International Airport, People's Republic of China
Destination Narita International Airport, Japan

FedEx Express Flight 80 was a scheduled cargo flight from Guangzhou Baiyun International Airport in the People's Republic of China, to Narita International Airport in Narita, Chiba Prefecture (near Tokyo), Japan. On March 23, 2009, a McDonnell Douglas MD-11F (N526FE)[1] operating the flight crashed at 6:48 am JST (21:48 UTC, March 22), while attempting a landing on Runway 34L in gusty wind conditions. The aircraft became destabilized at flare and touchdown resulting in an unrecovered "bounced" landing with structural failure of the landing gear and airframe, and came to rest off the runway, inverted, and burning fiercely.[2][3] The captain and first officer, the jet's only occupants, were both killed.[4]


  • Accident 1
    • Fatalities 1.1
    • Runway closure 1.2
  • Aircraft history 2
  • Cause 3
  • Similar 1997 FedEx MD-11F accident 4
  • See also 5
  • References 6
  • External links 7


After making an approximately 1,800-mile (2,900 km) overnight flight from Guangzhou, China, the aircrew made an early morning approach to Narita Airport outside Tokyo.[5] Other traffic landing just ahead of the accident aircraft reported "wind shear at an altitude of under 600 meters," and this information was relayed to the FedEx aircrew.[3] Surface winds at the time of the accident were reported from 320° at 26 knots gusting to 40.[6] After making a hard landing on runway 34L, the plane bounced three times, coming back down on its nose gear first (a condition called "porpoising") resulting in the loss of directional and attitudinal control. The left wing struck the ground as the gear failed, causing the aircraft to veer to the left, burst into flames and invert as the airframe broke up, and came to rest upside down in the grass to the left of the runway.[2][3][7] It took firefighters about two hours to extinguish the blaze, which completely destroyed the aircraft and its contents.[7]


The only persons on board the aircraft were the Captain, Kevin Kyle Mosley, 54, of Hillsboro, Oregon, and First Officer Anthony Stephen Pino, 49, of San Antonio, Texas.[4] Both pilots were removed to the Japanese Red Cross Narita Hospital (成田赤十字病院 Narita Seki Jūji Byōin) where they were pronounced dead. Captain Mosley, a former United States Marine Corps fighter pilot, had been with FedEx Express since July 1, 1996 and had accumulated more than 12,800 total career flight hours.[8] First Officer Pino joined FedEx Express in 2006 and had accumulated more than 6,300 total career flight hours.[4] No persons on the ground were injured.

Runway closure

Runway 16R/34L (13,125 feet/4,000 meters) was closed for many hours after the accident, leaving the shorter 16L/34R as the only available active runway.[9][10] As a result, many flights operated by larger aircraft had to be canceled or diverted to other airports, as 16L/34R is too short (7,150 feet/2,180 meters) for some types to operate safely, and some large aircraft types such as Boeing 777-300ER and Airbus A340-600 are restricted from using taxiway "B" (Bravo) which services that runway because of inadequate horizontal clearances.[11]

Aircraft history

The aircraft involved in the incident when it was operating under ownership of Delta Air Lines, taxiing at Zurich Airport in 1993.

The aircraft was built in 1994[12] as an MD-11 passenger airliner, in which configuration it was owned and operated by Delta Air Lines from 1996 to 2004 under the FAA registration N813DE.[13] The trijet was sold to FedEx in October 2004 when Delta retired its MD-11 fleet in favor of switching to more-efficient twin-engine Boeing 767s and Boeing 777s on its long-haul routes. Following its acquisition by FedEx, the plane was stored at Phoenix Goodyear Airport in Goodyear, Arizona[14] pending its conversion there to an MD-11F by Dimension Aviation, Inc., Boeing's Douglas Products Division airframe conversion contractor located at that field. The aircraft entered service with FedEx in its all cargo configuration in late 2006 as N526FE.[15]


The Japan Transport Safety Board (JTSB)[16] dispatched six investigators to the airport.[17] The United States's National Transportation Safety Board (NTSB) sent a team to Japan to assist with the investigation.[10][18][19] The crash was FedEx's second fatal accident involving a jet aircraft, following the loss of a FedEx owned B747 that crashed February 18, 1989 near Kuala Lumpur while still painted in the Flying Tigers livery after the acquisition of the Flying Tigers Line by FedEx in December 1988. This was the first fatal accident at Narita Airport.[1][10]

The accident was attributed by the JTSB to a series of porpoising oscillations that developed during touchdown,[20] following a high sink rate during the final approach. The first officer executed a late flare, in which sink rate was not suppressed until the plane was nearly on the runway, but which also would minimize "float" that might carry the plane further down the runway and reduce its safe stopping distance, or carry it off the centerline in the existing crosswinds. This touchdown sink rate, coupled with large nose-up inputs, caused the first bounce. A large nose-down input was applied, causing a touchdown on the nose gear. This deviates from approved procedures for the MD-11 during a bounce, which specifies the pilot is to hold a pitch angle of 7.5 deg and use thrust to adjust the descent rate. The plane bounced off this second touchdown, pitching upward. The large control inputs by the first officer resulted in a hard touchdown on the main landing gear. This final touchdown was hard enough (1200 fpm) to cause the left wing to fail as the left main landing gear transferred force up into the wing, exceeding its design limit. The JTSB report suggested the fire might have been averted if the landing gear fuse pin had failed as designed, but that much of the touchdown force was horizontal to the pin rather than vertical, keeping it intact. The report also cited the crew's use of autothrottle during landing despite gusty wind conditions.

This accident also highlighted the kinematic issues where a pilot can lose their perception of the aircraft flight dynamics due to the relative motion of the cockpit as the aircraft changes pitch about the center of gravity. The pilot station can be moving on a different path than the aircraft itself, which would then lead to incorrect responses due to the pilot impression of motion being significantly different than the actual aircraft flight path. This is only an issue where the pilots are near enough to the ground such that the relative motion of the cockpit becomes visible.

As a result of this accident the Japan Transport Safety Board published its final report on April 26, 2013 in which it made a number of new safety recommendations including that "in order to reduce the occurrence of MD-11 series airplanes‘ severe hard landing and bounce in which an overload is transferred to the MLGs and their supporting structure, the Boeing Company should improve the controllability and maneuver characteristics by improving the LSAS (Longitudinal Stability Augmentation System) functions, reducing the AGS (Auto Ground Spoilers) deployment delay time and other possible means. Possible improvement on LSAS functions may include: a function to limit large nose-down elevator input during touchdown phase, which is a common phenomenon in severe hard landing cases accompanied by structural destruction for MD-11; and a function to assist bounce recovery and go-around in case of bounce. In order to help pilots to conduct recovery operation from large bounces and judge the necessity of go-around, studies should be made to install a visual display and an aural warning system which show gear touchdown status on MD-11 series airplanes."[20]

Similar 1997 FedEx MD-11F accident

On July 31, 1997, another FedEx MD-11F (N611FE) operating as FedEx Flight 14 was written off after a similar destabilized landing accident at Newark Liberty International Airport. After a flight from Anchorage, Alaska, that aircraft crashed at the airport just before midnight when it bounced twice after a hard touchdown on Runway 22R, resulting in the failure of the right main landing gear. As in the Narita accident, the plane also caught fire as the airframe broke up, flipped over, and came to rest inverted off the runway. The captain, first officer, and three passengers on board all survived the 1997 Newark crash and were able to escape from the burning aircraft with only minor injuries.[21]

See also


  1. ^ a b "FedEx". Aviation Safety Network. 
  2. ^ a b "FedEx jet crashes at Narita; pilots die".  
  3. ^ a b c "Cargo plane crashes at Narita, killing 2".  
  4. ^ a b c "FedEx Express Releases Additional Information Regarding FedEx Express Flight 80." FedEx. Retrieved on March 24, 2009.
  5. ^ Accident Description Aviation Safety Network
  6. ^ Weather at Narita at the time of accident: 2009/03/22 21:30Z RJAA 320 26G40KT 9999 FEW020 12/M02 Q0999 WS R34L NOSIG
  7. ^ a b "FedEx Plane Crash Lands At Narita Airport, 2 Confirmed Dead".  
  8. ^ Kevin Kyle Mosley, 54, Hillsboro, OR, Obituary The Oregonian, March 29, 2009
  9. ^ "Cargo plane crashes at Tokyo airport".  
  10. ^ a b c "Deadly plane crash at Tokyo airport".  
  11. ^ International Industry Working Group (IIWG), 50th Meeting, Cape Town, Republic of South Africa, August,18-20, 2004, Final Meeting Report, Nov 12, 2004 In re: Narita International Airport, Japan: "Since August 3, 2004, further ground movement restrictions exist for the B777-300 ER and the A340-600 aircraft to use rwy 16L/34R due to clearance limitations on Taxiway B."
  12. ^ "McDonnell Douglas MD-11F - MSN 48600 N526FE". FAA. Retrieved March 24, 2009. 
  13. ^ "N813DE". Aviation Safety Network. 
  14. ^ "N813DE in storage at Goodyear - Phoenix / Goodyear (Litchfield Municipal) (GYR), April, 2004". Retrieved March 23, 2009. 
  15. ^ "N813DE (cn 48600/560) No longer in service with Delta and now owned by Fed Ex, the aircraft is seen parked on the Fed Ex maintenance ramp at Los Angeles prior to its conversion to a freighter. (2006)". Retrieved March 23, 2009. 
  16. ^ JTSB was established on October 1, 2008 by integrating ARAIC (Aircraft and Railway Accidents Investigation Commission) and JMAIA (Japan Marine Accident Inquiry Agency).
  17. ^ "FedEx jet crashes at Narita / Pilot, copilot die in airport's 1st fatal accident; wind blamed".  
  18. ^ "Two dead in courier plane crash".  
  19. ^ "FedEx plane crashes, explodes on landing in Tokyo".  
  20. ^ a b JTSB Aircraft Accident Investigation Report. Federal Express Corporation N526FE p. 97
  21. ^ "Douglas MD-11, N611FE, Newark International Airport, Newark, New Jersey, July 31, 1997. Aircraft. Accident Report NTSB/AAR-00/02 Adopted: July 22, 2000". National Transportation Safety Board, Washington, DC. Retrieved September 4, 2010. 

External links

  • Japan Transport Safety Board
    • Final report (Archive)
    • (Japanese) Final report (Archive)
    • Interim Report (Archive)
    • (Japanese) Interim Report (Archive)
  • FedEx
    • "FedEx Express Releases Additional Information Regarding FedEx Express Flight 80" (Archive)
    • (Japanese) フェデックス航空機の事故について - お詫び (Archive)
  • Video of the crash from the Associated Press
  • Airport CCTV video of Narita airport Fedex MD-11F crash Landing accident
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