On December 10, 1995, about 0945 Universal Time Coordinated [UTC], N616FF, a Boeing 747-212B, operated by Tower Air, Inc., as flight No. 069, a 14 CFR Part 121 scheduled international passenger flight, from Bombay, India, to Amsterdam, Netherlands, dragged the right wig tip and the No. 4 engine nacelle during a missed approach on runway 19R at Schiphol Airport, Amsterdam, Netherlands. Instrument meteorological conditions prevailed at the time and an instrument flight rules flight plan was filed. The airplane sustained minor damage, and the airline transport-rated captain, first officer, flight engineer, 1 extra crew, 14 flight attendants and 288 passengers reported no injuries. The flight had originated from Bombay, India, the same day about 0045.

The flight crew stated the captain was flying the instrument landing system approach (ILS) to runway 19R. Upon reaching the decision height the runway environment was in sight and the approach was continued. During the landing flare, fog rolled in and the crew lost sight of the runway. A missed approach was initiated and the flight received radar vectors for another ILS approach to runway 19R. The second approach and landing was uneventful and the aircraft was parked at the gate. The crew was then notified by ground personnel that the No. 4 engine nacelle and right wing tip had made ground contact. Airport personnel stated they found components from the No. 4 engine nacelle on the right side of runway 19R, about 1400 meters from the runway threshold. No scrape marks were located on the runway surface.

Transcripts of communications between air traffic controllers and the flight crew of Tower Air flight 69 showed that during the initial approach to runway 19R, at 0932:23, for the first attempt at landing, the flight crew reported receiving the most recent Automatic Terminal Information Service (ATIS) information, GOLF. The approach controller also reported that the runway visual range in the touchdown zone of runway 19R was 700 meters. The approach chart for the Category I ILS approach to runway 19R requires a minimum visibility of 550 meters. At 0941:45, the flight was told to contact the control tower. At 0943:25, the local controller cleared the flight to land. At 0945:19, the flight crew reported to the local controller that they were performing a go-around. The flight was then instructed to contact the approach controller.

At 0946:04, the flight crew contacted the approach controller and requested another approach. At 0952:17, the approach controller informed the crew that the touch zone visual range was now 450 meters. At 0954:40, the flight was cleared for another approach. At 0955:43, the approach controller reported that the touchdown zone visual range was now 600 meters. The flight was then instructed to contact the control tower. At 0956:52, the flight was cleared to land. At 0959:31, the flight is told to turn left off the runway and contact the ground controller. See attached ATC transcripts.

Recorded radar data from the Schiphol ATC Approach Control, showed that Tower Air 069 flew a normal approach to runway 19R. At about 09:44:41, the flight crossed over the approach end of runway 19R. At 09:44:53, the flight was over the runway and starting to veer to the right. At 09:45:17, the aircraft was off to the right side of the runway and starting to climb. See attached recorded radar data.

Readout of the digital flight data recorder (DFDR) showed that 1 second before main landing gear contact with the runway, as recorded by the tilt switch parameter, the control column position and pitch attitude began to increase in the nose-up direction. The main landing gear made runway contact for 2 seconds. As runway contact was made the engine thrust values began a symmetrical increase from a steady value of about 1.3 EPR. One second after main landing gear contact the radio altimeter increased to 7.8 feet, the pitch increased to 11.9 degrees nose up, and the roll increased to 13.2 degrees right wing down. Three seconds after main landing gear contact the radio altimeter passed 30 feet, the roll had increased to 24 degrees right wing down and the pitch attitude had increased to 14 degrees nose up. For the 10-second period from 1 second before main landing gear touchdown to 9 seconds after main landing gear touchdown, the aircraft's heading changed from 178 degrees to 199 degrees. The remaining data was consistent with a go-around and subsequent landing on runway 19R. See attached Flight Data Recorder Group Chairman Factual Report.

The Netherlands Aviation Safety Board has delegated the investigation and responsibility for reporting of this incident to the United States NTSB in accordance with ICAO Annex 13.

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