In this episode of Aviation News Talk, Max Trescott delves into the tragic crash of Jeju Air Flight 2216, which occurred on December 29, 2024, in South Korea. The crash involved a Boeing 737-800 landing gear-up on runway 19 at Muan International Airport. The flight slid on its belly, ran off the runway, struck a concrete berm, and erupted into flames, killing all aboard except two crew members seated at the rear. He performed a video analysis of the aircraft’s speed along the runway, and concluded that the aircraft didn’t slow until after it left the runway, suggesting the engines were still at high power during the slide.
What Happened:
The aircraft was returning from Bangkok to Muan. ADS-B data showed a steady descent before the plane went off radar at 500 feet. Early reports and eyewitness accounts suggested potential bird ingestion in the right engine, with visible smoke and possible engine failure.
Pilot Actions:
The pilots issued a Mayday alert at 8:58 AM, shortly after being warned about potential bird strikes. The timeline from the Mayday call to the crash was just five minutes, during which they attempted a go-around, circled back, and crash-landed.
Landing Dynamics:
The aircraft touched down halfway down the shortened 8,200-foot runway but failed to decelerate appreciably. Analysis of video footage suggested the engines were still producing high power during the landing, preventing effective deceleration.
Contributing Factors:
Eyewitness and video evidence indicated the landing gear and flaps were not deployed, raising questions about whether this was due to system failures, intentional crew actions, or an oversight. Possible fatigue was highlighted, given the late-night flight schedule and the likelihood of crew duty exceeding legal limits.
Comparative Incidents:
Max referenced similar accidents, including Pakistan International Airlines Flight 8303 and Air India Express Flight 812, where high-speed landings and attempted go-arounds ended disastrously.
Lessons for GA Pilots:
Avoid Rushing During Emergencies: Pilots should take time to assess and manage emergencies deliberately rather than rushing decisions. And attempting a go-around after a belly landing is risky and should be avoided. It’s better to hit something at low speed than to risk taking off and crashing at a higher speed.
Insights from Speed Analysis:
Max analyzed video footage frame-by-frame to estimate the aircraft’s speed during its slide. Due to the relatively slow frame rate of the video, the most accurate speed measurements could be in error by as much as 10%. The touchdown speed measurement is the least accurate, since the plane was at its farthest point from the camera. Max estimates the aircraft touched down at 160 knots, with an uncertainly range of 137 to 183 knots. The most accurate measurement was when the aircraft was just about to leave the runway. At that point, the aircraft was going 183 knots, with an uncertainly range of 137 to 183 knots.
Even if the aircraft touched down at the high end of the estimate range at 183 knots, the data show it was still doing 183 knots at end of the runway, and the only significant deceleration occurred after the aircraft was in the grass.
The consistent high speed while sliding on the runway suggests that
engine thrust likely remained at a high setting for much of the time the aircraft was sliding on the runway.
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Long video of the Jeju Air 2216 crash (including touchdown)
Second video of Jeju Air crash from other side of runway
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