Incidents / Accidents mineurs

A Korean Air Airbus A380-800, registration HL7611 performing flight KE-701 from Seoul (South Korea) to Tokyo Narita (Japan) with 168 people on board, landed on Tokyo's runway 34L at a right bank angle sufficient to have the outboard right engine's pod contact the runway surface. The airplane rolled out safely at around 11:20L (02:20Z) and taxied to the apron.

The airport reported the runway was closed for about 20 minutes for a runway inspection which revealed scratch marks on the runway surface.

Following checks the aircraft was able to perform its return flight KE-702 normally reaching Seoul with a delay of one hour.

Metars:
RJAA 210330Z 02020KT 9999 FEW015 BKN020 BKN035 20/16 Q1005 WS R34R TEMPO 04018G30KT RMK 1CU015 5CU020 7SC035 A2968
RJAA 210300Z 02022G33KT 8000 FEW015 BKN020 BKN030 19/15 Q1005 NOSIG RMK 2ST015 5CU020 7SC030 A2968 0254 MOD TURB 500FT AND BLW ON DEP COURSE RWY34L B77W
RJAA 210234Z 03020G30KT 360V070 8000 -DZ FEW010 BKN015 BKN025 18/16 Q1005 RMK 2ST010 5ST015 7SC025 A2968
RJAA 210230Z 03020KT 360V070 8000 -DZ FEW010 BKN015 BKN025 18/16 Q1005 TEMPO 04020G32KT 4000 -RA BR RMK 2ST010 5ST015 7SC025 A2968
RJAA 210213Z 02019KT 6000 -DZ BR BKN010 BKN020 18/16 Q1005 RMK 6ST010 7SC020 A2968
RJAA 210200Z 02019G29KT 4500 -DZ BR FEW008 BKN010 BKN020 18/16 Q1005 NOSIG RMK 1ST008 6ST010 7SC020 A2968
RJAA 210130Z 02021G31KT 5000 -DZ BR FEW006 BKN010 18/16 Q1004 WS R34R TEMPO 4000 -RA BR BKN008 BKN015 RMK 1ST006 7ST010 A2967
RJAA 210122Z 02021G31KT 4500 -DZ BR FEW008 BKN010 18/16 Q1004 WS R34R RMK 2ST008 7ST010 A2967
RJAA 210110Z 02019KT 5000 -DZ BR FEW008 BKN010 18/17 Q1004 WS R34R RMK 2ST008 7ST010 A2966
RJAA 210100Z 02021KT 3000 R34L/1800D R34R/P1800N -DZ BR FEW008 BKN010 18/17 Q1004 TEMPO 04020G32KT BKN005 BKN012 RMK 2ST008 7ST010 A2966
RJAA 210042Z 02021G31KT 8000 FEW009 BKN012 BKN015 19/17 Q1004 WS R34L WS R34R RMK 2ST009 5CU012 7CU015 A2966 0030 WS PS MS 10KT 2000FT AND BLW ON DEP COURSE RWY
RJAA 210030Z 03020KT 8000 FEW009 BKN012 BKN015 19/17 Q1004 WS R34L TEMPO 04020G32KT RMK 2ST009 5CU012 7CU015 A2965
RJAA 210015Z 03020KT 5000 -SHRA BR FEW007 BKN009 BKN015 18/17 Q1004 WS R34R RMK1ST007 5ST009 7CU015 A2965
RJAA 210000Z 03020KT 3500 -SHRA BR FEW005 BKN008 BKN012 18/17 Q1003 TEMPO 04020G32KT RMK 2ST005 5ST008 7CU012 A2964

HL7611 touching down:

D/FW AIRPORT — An American Airlines Boeing 777 bound for Sao Paolo, Brazil was forced to make a U-turn Sunday night shortly after takeoff from Dallas/Fort Worth International Airport.
The flight crew reported engine trouble. Airline spokesman Tim Smith said investigators are trying to determine the cause.
The Federal Aviation Administration had reported that Flight 963's engine and landing gear caught fire.
Smith said Monday that an initial examination of the jet found no evidence that an engine or its landing gear caught fire. An indicator light suggested the Boeing 777's right engine caught fire, Smith said, but investigators don't believe it did.
WFAA received numerous reports from people who saw Flight 963 flying at an unusually low altitude with streams of jet fuel exiting both wings.
According to tracking information published on the FlightAware.com Web site, the jet took off from D/FW headed south, crossed Highway 183 and then turned sharply to the east before it could cross Interstate 30. The aircraft traveled east for only 8 miles before turning due north and flying over Northwest Dallas, Farmers Branch and Carrollton.
The pilot then turned sharply west near the junction of Highway 121 and I-35E, traveled another 8 miles, and turned south over Flower Mound, headed back to the runway.
The brakes locked up as the 777 touched down, and a tire blew out. Emergency vehicles surrounded the aircraft.
No injuries were reported among the 264 passengers and 14 crew members on board.
American said passengers would be bused back to the terminal from the disabled plane on the runway.

Monarch, 26 July 2011. Could have been any of us. But at least Monarch pilots know how to handle a stall warning, unlike a few other unhappy crews in the last few years.

A couple of stall warnings later, to which the captain responded by reducing the angle of attack, the aircraft had accelerated into a safe climb regime. Meanwhile the captain called again for gear up, noticing, during his puzzled scan, that it was still deployed