What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
On January 24, 2025, a 121 air carrier operated privacy data omitted from anchorage, Alaska ted stevens anchorage international airport (panc) to Cherry Point, north carolina Cherry Point marine corps air station (knkt). At 0224 UTC privacy data omitted touched down on nkt runway 5R, the B-747-4HAF privacy data omitted came to rest approximately 100 feet beyond the end the runway.
From the approximate time of flight planning (1300Z on January 24, 2025) the outside air temperatures remained above freezing. At 0056Z on January 24, 2025, the meteorological aerodrome report (METAR) indicated below freezing temperatures and the reports remained below freezing until landing.
During the same METAR at 0056Z, the winds shifted from 000 degrees at 00 knots to 220 degrees at 03 knots and remained from that direction until landing.
Knkt approach control provided vectors to the RNAV runway 5R approach, VFR conditions prevailed.
NOTAMS in privacy data omitted flight plan contained the following notation:
New**knkt M0026/25 23JAN1724-24JAN1700
Mcas Cherry Point is clsd due to a winter weather event. Current plans reflect opening Friday jan 24,2025 at 1200L (1700Z) snow removal and assessments are ongoing. Monitor NOTAMS for status changes. Questions should be directed to AD management by
Contacting the opns duty officer atprivacy data omitted
During the 6-hour flight, dispatch did not provide any updated information. However, the flight crew checked the metar’s via acars.
The captain flying, the first officer monitoring and the captain observing from the jump seat were interviewed via telephone. The following information was provided.
When the flight contacted knkt tower, the tower reported the right-side runway edge lights were out of service (ots). Runway 5R’S lighting consist of runway edge lights and a PAPI only. There was no NOTAM for the right-side runway lights being ots.
The wind vector on the flight displays indicated a 6 kt tailwind. The first officer called this out on final approach.
Auto brakes 4 was selected for landing, the captain switched to max manual brakes at 110 KTS due to very low deacceleration. The first officer called brakes; max reverse thrust was used.
After landing the brake temperatures were level 1 to 2 on all brakes, normally 3 to 4 would be expected.
The flight crew provided pictures of the end of runway 5R’S surface, there appears to be clear ice, a video shows one of the flight crew skidding his shoe over the icy surface, with little scuffing sound, it appears to be slick.
There was no braking action report for runway 5R. The braking action report for runway 32L, which was available was good to medium, the 32L observation was made on January 24, at 1730Z, 9 hours before arrival. Runway 5R was the shortest runway available at 8188 feet, 32L was the longest runway available at 8397 feet and was available.
Note: from the general operations manual (gom) - the following is the procedure for landing on wet, ungrooved, or contaminated runways:
1. Determine the condition of the landing runway (rwycc), its effective length, slope and wind components.
During preflight, carefully check the NOTAMS for:
1. Closed taxiways and runways,
2. Areas of construction, and
3. The operational status of the runway lights
The landing performance provided to the pilots contained data for dry and wet conditions only, no data for any type of winter conditions. None of the provided landing data indicated the performance necessary to land on runway 5R with the prevailing conditions.
The dispatcher had the option of calling knkt for field conditions, see the above NOTAM. Dispatch then could have sent via acars an updated takeoff and landing report (tlr) if conditions warranted. The flight crew also had the option of requesting field conditions from dispatch and an updated tlr. Or checking the quick reference handbook
The flt crews scheduled duty time was 24:51
As the FAA filed it
ON JANUARY 24, 2025, A 121 AIR CARRIER OPERATED ^PRIVACY DATA OMITTED^ FROM ANCHORAGE, ALASKA TED STEVENS ANCHORAGE INTERNATIONAL AIRPORT (PANC) TO CHERRY POINT, NORTH CAROLINA CHERRY POINT MARINE CORPS AIR STATION (KNKT). AT 0224 UTC ^PRIVACY DATA OMITTED^ TOUCHED DOWN ON NKT RUNWAY 5R, THE B-747-4HAF ^PRIVACY DATA OMITTED^ CAME TO REST APPROXIMATELY 100 FEET BEYOND THE END THE RUNWAY.
FROM THE APPROXIMATE TIME OF FLIGHT PLANNING (1300Z ON JANUARY 24, 2025) THE OUTSIDE AIR TEMPERATURES REMAINED ABOVE FREEZING. AT 0056Z ON JANUARY 24, 2025, THE METEOROLOGICAL AERODROME REPORT (METAR) INDICATED BELOW FREEZING TEMPERATURES AND THE REPORTS REMAINED BELOW FREEZING UNTIL LANDING.
DURING THE SAME METAR AT 0056Z, THE WINDS SHIFTED FROM 000 DEGREES AT 00 KNOTS TO 220 DEGREES AT 03 KNOTS AND REMAINED FROM THAT DIRECTION UNTIL LANDING.
KNKT APPROACH CONTROL PROVIDED VECTORS TO THE RNAV RUNWAY 5R APPROACH, VFR CONDITIONS PREVAILED.
NOTAMS IN ^PRIVACY DATA OMITTED^ FLIGHT PLAN CONTAINED THE FOLLOWING NOTATION:
NEW**KNKT M0026/25 23JAN1724-24JAN1700
MCAS CHERRY POINT IS CLSD DUE TO A WINTER WEATHER EVENT. CURRENT PLANS REFLECT OPENING FRIDAY JAN 24,2025 AT 1200L (1700Z) SNOW REMOVAL AND ASSESSMENTS ARE ONGOING. MONITOR NOTAMS FOR STATUS CHANGES. QUESTIONS SHOULD BE DIRECTED TO AD MANAGEMENT BY
CONTACTING THE OPNS DUTY OFFICER AT^PRIVACY DATA OMITTED^
DURING THE 6-HOUR FLIGHT, DISPATCH DID NOT PROVIDE ANY UPDATED INFORMATION. HOWEVER, THE FLIGHT CREW CHECKED THE METAR’S VIA ACARS.
THE CAPTAIN FLYING, THE FIRST OFFICER MONITORING AND THE CAPTAIN OBSERVING FROM THE JUMP SEAT WERE INTERVIEWED VIA TELEPHONE. THE FOLLOWING INFORMATION WAS PROVIDED.
WHEN THE FLIGHT CONTACTED KNKT TOWER, THE TOWER REPORTED THE RIGHT-SIDE RUNWAY EDGE LIGHTS WERE OUT OF SERVICE (OTS). RUNWAY 5R’S LIGHTING CONSIST OF RUNWAY EDGE LIGHTS AND A PAPI ONLY. THERE WAS NO NOTAM FOR THE RIGHT-SIDE RUNWAY LIGHTS BEING OTS.
THE WIND VECTOR ON THE FLIGHT DISPLAYS INDICATED A 6 KT TAILWIND. THE FIRST OFFICER CALLED THIS OUT ON FINAL APPROACH.
AUTO BRAKES 4 WAS SELECTED FOR LANDING, THE CAPTAIN SWITCHED TO MAX MANUAL BRAKES AT 110 KTS DUE TO VERY LOW DEACCELERATION. THE FIRST OFFICER CALLED BRAKES; MAX REVERSE THRUST WAS USED.
AFTER LANDING THE BRAKE TEMPERATURES WERE LEVEL 1 TO 2 ON ALL BRAKES, NORMALLY 3 TO 4 WOULD BE EXPECTED.
THE FLIGHT CREW PROVIDED PICTURES OF THE END OF RUNWAY 5R’S SURFACE, THERE APPEARS TO BE CLEAR ICE, A VIDEO SHOWS ONE OF THE FLIGHT CREW SKIDDING HIS SHOE OVER THE ICY SURFACE, WITH LITTLE SCUFFING SOUND, IT APPEARS TO BE SLICK.
THERE WAS NO BRAKING ACTION REPORT FOR RUNWAY 5R. THE BRAKING ACTION REPORT FOR RUNWAY 32L, WHICH WAS AVAILABLE WAS GOOD TO MEDIUM, THE 32L OBSERVATION WAS MADE ON JANUARY 24, AT 1730Z, 9 HOURS BEFORE ARRIVAL. RUNWAY 5R WAS THE SHORTEST RUNWAY AVAILABLE AT 8188 FEET, 32L WAS THE LONGEST RUNWAY AVAILABLE AT 8397 FEET AND WAS AVAILABLE.
NOTE: FROM THE GENERAL OPERATIONS MANUAL (GOM) - THE FOLLOWING IS THE PROCEDURE FOR LANDING ON WET, UNGROOVED, OR CONTAMINATED RUNWAYS:
1. DETERMINE THE CONDITION OF THE LANDING RUNWAY (RWYCC), ITS EFFECTIVE LENGTH, SLOPE AND WIND COMPONENTS.
DURING PREFLIGHT, CAREFULLY CHECK THE NOTAMS FOR:
1. CLOSED TAXIWAYS AND RUNWAYS,
2. AREAS OF CONSTRUCTION, AND
3. THE OPERATIONAL STATUS OF THE RUNWAY LIGHTS
THE LANDING PERFORMANCE PROVIDED TO THE PILOTS CONTAINED DATA FOR DRY AND WET CONDITIONS ONLY, NO DATA FOR ANY TYPE OF WINTER CONDITIONS. NONE OF THE PROVIDED LANDING DATA INDICATED THE PERFORMANCE NECESSARY TO LAND ON RUNWAY 5R WITH THE PREVAILING CONDITIONS.
THE DISPATCHER HAD THE OPTION OF CALLING KNKT FOR FIELD CONDITIONS, SEE THE ABOVE NOTAM. DISPATCH THEN COULD HAVE SENT VIA ACARS AN UPDATED TAKEOFF AND LANDING REPORT (TLR) IF CONDITIONS WARRANTED. THE FLIGHT CREW ALSO HAD THE OPTION OF REQUESTING FIELD CONDITIONS FROM DISPATCH AND AN UPDATED TLR. OR CHECKING THE QUICK REFERENCE HANDBOOK
THE FLT CREWS SCHEDULED DUTY TIME WAS 24:51