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FedEx Express Flight 80

FedEx Express Flight 80 was a scheduled flight operated by using a McDonnell Douglas MD-11F freighter, registration N526FE, that crashed on , , while attempting to land at Tokyo's amid gusty crosswinds. The flight had departed from in earlier that morning, carrying general with no passengers aboard, only the two pilots. During the approach to Runway 34L, the aircraft experienced a high sink rate and bounced multiple times on the runway, leading to severe porpoising oscillations, a structural failure in the left wing, fuel spillage, and subsequent fire; the plane veered off the runway, flipped inverted, and came to rest in a grassy area, where it was destroyed by the intense blaze. Both the captain and first officer, the sole occupants, were killed in the accident. The aircraft, a 15-year-old MD-11F manufactured in 1993, was powered by three CF6-80C2D1F engines and had accumulated 40,767 flight hours with a generally clean maintenance history. The , aged 54 with 12,800 total flight hours including approximately 4,200 on the MD-11, was the pilot monitoring, while the 49-year-old first officer, with 6,300 total hours including about 900 on the MD-11, served as pilot flying; both were experienced pilots holding valid ATP certificates and had completed recent recurrent training. conditions at Narita included low visibility due to rain, winds from 320° at 27 knots gusting to 40 knots with a left component of about 10 knots, and reports of windshear by preceding . The Japan Transport Safety Board (JTSB) led the investigation, with participation from the U.S. (NTSB) and (FAA), releasing its final report in 2013. The was identified as longitudinal oscillations (porpoising) initiated by a large nose-down input during an improper , compounded by the crew's inadequate recovery actions and the MD-11's design limitations, including its landing gear's vulnerability to vertical overloads and a relatively small horizontal stabilizer that hindered pitch stability at low speeds. Contributing factors included the gusty crosswinds and possible from the flight schedule, though no definitive evidence of incapacitation was found. In response, enhanced MD-11 landing training protocols emphasizing go-around decisions during unstable approaches and bounce recoveries, while (successor to McDonnell Douglas) issued advisories on control inputs; the accident remains the only fatal for a FedEx MD-11, though its design issues were referenced in the 2025 investigation of the fatal UPS Airlines Flight 2976 MD-11 crash, which prompted temporary grounding of MD-11 fleets.

Background

Flight details

FedEx Express Flight 80 was a regularly scheduled cargo service operated by Federal Express Corporation, providing overnight freight transport between key Asian hubs. The flight originated from (IATA: CAN) in and was bound for (IATA: NRT) in , targeting Runway 34L for landing. On March 23, 2009, the flight departed at 02:06 JST (01:06 local time, UTC+8), following standard procedures for an early-morning cargo operation with an estimated en route duration of about 3.5 hours. The carried a load of general freight, including and perishable goods as well as some hazardous materials such as flammable liquids (e.g., 75 units of and 2 units of ), estimated at approximately 70 tons in weight. Meteorological forecasts for the route indicated generally clear conditions en route, with no significant turbulence or icing anticipated over the East China Sea. However, gusty crosswinds were projected at the destination, with surface winds from 320° at up to 27 knots gusting to 39 knots, consistent with seasonal weather patterns at Narita in late March.

Aircraft

The aircraft operating FedEx Express Flight 80 was a McDonnell Douglas MD-11F, the freighter variant of the wide-body trijet designed for long-range cargo transport, bearing the registration N526FE and manufacturer serial number 48600. Originally constructed as a passenger model in November 1993, it was delivered to Delta Air Lines on October 15, 1996, under the registration N813DE. In October 2004, Federal Express Corporation (FedEx) acquired the airframe, which was then converted to the all-cargo MD-11F configuration by Boeing at their San Antonio facility on July 25, 2006, entering revenue service with FedEx in late 2006. Powered by three PW4462 high-bypass engines—each providing up to 276 (62,000 lbf) of —the MD-11F featured a stretched compared to its DC-10 predecessor, enabling greater cargo capacity while maintaining efficiency for transoceanic routes. Key dimensions included an overall length of 61.2 meters, a of 52.3 meters (incorporating winglets for improved ), a of 286 metric tons, and a typical range of approximately 7,000 kilometers with full . These specifications supported the aircraft's role in FedEx's global express network, balancing volume of over 500 cubic meters with operational flexibility. By the time of the flight on , 2009, N526FE had logged 40,760 total flight hours and 7,131 cycles, reflecting extensive service across both and operations without any prior accidents or significant incidents. records indicated the was in compliance with all regulatory requirements; it had undergone a routine A-check (performed every 250 flight hours) on March 21, 2009, at , where no defects or airworthiness issues were identified. The MD-11 incorporated advanced flight control technologies for its era, including a dual (FMS) integrated with triple inertial reference systems (IRS) for precise navigation, an system for automated speed management during cruise and approach, and limited actuation for the spoilers and horizontal stabilizer to enhance stability and reduce pilot workload. These elements, combined with hydraulic-powered primary controls for ailerons, elevators, and rudders, contributed to the type's reputation for sophisticated in high-density cargo operations.

Crew

The crew of Flight 80 consisted of two pilots, which was standard for cargo operations on the McDonnell Douglas MD-11F. Both pilots were qualified and rested in accordance with (FAA) and company regulations, having completed their required duty time limitations prior to the flight. The was Kevin Kyle Mosley, aged 54 from . He held an Airline Transport Pilot certificate and had accumulated 8,132 total flight hours, including 3,648 hours on the MD-11. Mosley joined in 1996 after prior experience with the and , and he had no recorded disciplinary issues in his professional record. The first officer was Anthony Stephen Pino, aged 49 from , . Pino, a former U.S. Air Force with experience on the , held an Airline Transport Pilot certificate and had logged 5,248 total flight hours, including 879 hours on the MD-11 since joining in 2006. Like the captain, he had undergone recent recurrent training, including simulator sessions on recovery and encounters, and maintained a clean disciplinary record. On this flight, the first officer served as the pilot flying, responsible for controlling the aircraft, while the acted as the pilot monitoring, handling communications and cross-checking instruments.

Accident sequence

Departure and en route

FedEx Express Flight 80 departed from (CAN) in at 02:06 local time (18:06 UTC on March 22) on March 23, 2009, operating as a scheduled flight to Tokyo Narita International Airport (NRT) in . The takeoff was normal, with the McDonnell Douglas MD-11F (registration N526FE) accelerating and lifting off without any reported anomalies or deviations from standard procedures. The first officer was acting as pilot flying during the initial phases, while the monitored the and handled communications. Following departure, the climbed steadily to its assigned cruising altitude of 370 (approximately 37,000 feet), reaching this level shortly after passing through near without encountering any turbulence, system malfunctions, or air traffic delays. The climb was conducted under initially, transitioning to rules as the ascended, with all engine parameters, hydraulic systems, and performing within normal limits according to the cockpit voice recorder and flight data recorder logs. During the cruise phase, which lasted approximately 3 hours and covered about 1,600 nautical miles along standard east-northeasterly airways (including routes such as A593, Y23, and Y231), the flight progressed uneventfully toward Japanese airspace. consumption remained as planned, with no indications of leaks, imbalances, or excessive burn rates noted in the aircraft's performance data. Routine position reports were transmitted without issue, and the flight crew conducted periodic systems checks, confirming that the three PW4462 engines, flight management systems, and were fully operational throughout the en route segment. Air traffic control communications were standard and efficient, beginning with handoffs from Guangzhou Approach to en route centers over the , followed by contact with oceanic control and eventual transfer to Area Control Center ( Control) upon entering Japanese FIR boundaries around 05:30 JST. No emergencies, deviations, or unusual requests were reported by the crew, and acknowledgments of clearances, altitude assignments, and heading instructions were prompt and clear, indicating normal workload and up to the initiation of descent procedures. The flight was on schedule for its expected arrival at Narita around 06:53 JST, with all pre-descent checklists completed nominally.

Approach to Narita

As FedEx Express Flight 80 approached , the crew was cleared by approach control for the ILS approach to Runway 34L around 06:41 JST, initiating descent over the while reducing airspeed and beginning the configuration for by extending the flaps incrementally. At approximately 06:41 JST, the aircraft was 13 miles from the runway , and Narita Tower instructed the flight to continue the approach as number two for , with the crew acknowledging the clearance. Weather conditions at Narita included reported at 10 km or more and few , but surface winds were gusty, blowing from 320° at 26-28 knots and gusting to 40 knots, resulting in a headwind component of about 25 knots. passed wind information to the crew, including reports from preceding aircraft of turbulent conditions and the possibility of on the approach path, though no formal wind shear warning had been issued by the airport's systems. The flight crew acknowledged the advisories and elected to proceed with the mode armed for the . During the final configuration on the ILS path, the crew lowered the and set flaps to 50 degrees, stabilizing the at an approach speed of approximately 150 knots referenced to Vapp (approach speed) with an additive for gusts. The onboard displayed no significant or returns that would indicate immediate hazards ahead. At 06:46:29 JST, Narita Tower issued the landing clearance for Runway 34L, reporting winds at 320° and 29 knots, which the crew confirmed.

Landing and crash

At 06:48 JST on March 23, 2009, FedEx Express Flight 80, a McDonnell Douglas MD-11F, touched down on Runway 34L at with the first at a sink rate of approximately 7 feet per second (fps). Due to a high sink rate from a late and gusty winds, the aircraft bounced, becoming airborne for about 2 seconds as the pitch attitude increased. The second touchdown occurred at 06:48:21.8 JST primarily on the nose at a attitude of -1.8°, followed shortly by the main , with a sink rate of about 7.2 . The applied a large nose-down input to arrest the bounce, leading to another bounce. On the third at 06:48:26.8 JST, the nose contacted the at -4.9° with a sink rate of 21.5 , producing a vertical load factor of approximately 3.1 ; this caused the left to due to overload. The aircraft then yawed sharply to the left as the left main collapsed and the left and wing separated from the , spilling that ignited. This initiated a cartwheel motion, with the MD-11 flipping inverted as it veered off the left side of the into the adjacent grass area, where it slid to a stop approximately 5 seconds after the third touchdown. A post-impact erupted, primarily involving the and wings, fueled by the and . The voice recorder documented the crew's expressions of surprise and rapid commands during the sequence, including calls for power and control inputs.

Casualties and immediate aftermath

Fatalities

The crash of FedEx Express Flight 80 resulted in the deaths of the two pilots on board, Captain Kevin Kyle Mosley and First Officer Anthony Stephen Pino, marking the first fatal accident involving an MD-11 freighter operated by since the type's introduction to the fleet in 1991. No other fatalities occurred, as the aircraft was operating an empty cargo flight with no passengers or additional crew members, and no ground personnel were injured during the incident. Emergency response teams from recovered the bodies of both pilots from the wreckage shortly after the . Autopsies performed in determined that Mosley succumbed to blunt force trauma sustained upon impact with the , while First Officer Pino died from in the post- .

Runway closure

The of FedEx Express Flight 80 necessitated the immediate closure of 34L at , the facility's primary measuring 4,000 meters in length. The shutdown began at approximately 06:50 JST on March 23, 2009, shortly after the aircraft veered off the and came to rest inverted amid flames and scattered across the pavement. This closure was required to remove the extensive wreckage, which included sections of the , wings, and , and to conduct detailed inspections for structural integrity and foreign object that could endanger subsequent operations. With Runway 34L unavailable, Narita Airport's operations were severely constrained, relying solely on the shorter parallel Runway 34R for all arrivals and departures. This reduction in capacity led to widespread disruptions, including the cancellation of 101 flights and the diversion of approximately 50 others to alternate airports such as or . Over 20 flights were directly affected in the initial hours, exacerbating delays for both cargo and passenger services during peak morning hours. Recovery efforts commenced promptly after the incident, with Narita's airport firefighting and rescue teams deploying to the scene to combat the intense post-crash fire fueled by the aircraft's cargo and . The blaze was contained through coordinated suppression using foam and water, preventing further spread to adjacent areas of the . Heavy equipment, including cranes and excavators, was then mobilized to clear the debris, a process that spanned the duration of the closure and involved meticulous documentation by investigators from the Japan Transport Safety Board (JTSB). The was fully reopened around 09:00 JST on March 24, 2009, restoring normal operations after more than 26 hours of interruption.

Investigation

Official inquiry

The official investigation into the crash of FedEx Express Flight 80 was led by the Japan Transport Safety Board (JTSB), the national authority responsible for aviation accident inquiries in , with technical assistance provided by the U.S. National Transportation Safety Board (NTSB) and the Federal Aviation Administration (FAA) due to the aircraft's American registry and operator. The inquiry commenced on March 23, 2009, the date of the accident, with JTSB investigators arriving at Narita International Airport shortly after the event to secure the site and initiate evidence collection. The process spanned over four years, culminating in the release of the final report on April 26, 2013. Key evidence gathered included the cockpit voice recorder (CVR) and flight data recorder (FDR), both recovered and analyzed, providing data from takeoff to the crash, though some parameters required estimation. Wreckage examination was performed on-site at Narita, where components such as the landing gear, wings, and fuselage were documented and analyzed for structural integrity and failure sequences. Investigators interviewed FedEx pilots familiar with MD-11 operations and maintenance personnel involved in the aircraft's recent servicing to assess training protocols and pre-flight preparations. Simulator recreations were also conducted using certified MD-11 flight simulators to replicate the meteorological conditions, approach profile, and pilot inputs observed in the available data. The investigation's scope centered on evaluating landing techniques employed during the approach, the influence of prevailing wind conditions on aircraft handling, and the operational status of critical aircraft systems including flight controls and landing gear.

Findings and cause

The Japan Transport Safety Board (JTSB) investigation determined that the accident resulted from an improper recovery during a on 34L at . The aircraft experienced porpoising oscillations after the initial , primarily induced by the captain's excessive nose-down input in an attempt to the . This action caused a rapid nose-down motion, leading to a second on the nose , followed by a third with a high vertical sink rate of approximately 1,290 feet per minute (21.5 feet per second), which exceeded the structural limits and caused fracture of the left wing structure via overload on the left main . Contributing factors included gusty wind conditions from the northwest at 27 knots, with gusts up to 40 knots, resulting in a minor left component of approximately 2-9 knots, which likely initiated the initial and complicated the . The MD-11's played a role, as the automatic ground spoilers deployed upon the first touchdown and retracted after the second; thrust reversers were not deployed. The captain's decision not to execute a after the first , combined with the first officer's delayed callouts and inputs, further contributed to the loss of . The report also noted that the fuse pin in the main support structure did not fail as potentially expected under vertical overload conditions, which may have contributed to extensive damage and rapid fire development. The examination revealed no evidence of mechanical failure in the aircraft's structures, engines, or flight control systems prior to the impact sequence. All major components, including the flight control actuators and hydraulic systems, functioned as designed based on data recorder analysis and wreckage inspection. The system remained engaged during the approach, switching to retard mode at 50 feet radio altitude and moving throttles to idle. The JTSB report highlighted that while bounce recovery training was provided, it was limited and not specifically tailored to MD-11 operations in gusty winds at the time. The official probable cause statement from the JTSB reads: "In this accident, when the airplane landed on Runway 34L at Narita International Airport, it fell into porpoising. It is highly probable that the left wing fractured as the load transferred from the left MLG to the left wing structure on the third touchdown surpassed the design limit (ultimate load). It is highly probable that a fire broke out as the fuel spillage from the left wing caught fire, and the airplane swerved left off the runway rolling to the left and came to rest inverted on the grass area. The direct causes which the airplane fell into the porpoise phenomenon are as follows: a. Large nose-down elevator input at the first touchdown resulted in a rapid nose-down motion during the first bounce, followed by the second touchdown on the NLG with negative pitch attitude. Then the pitch angle rapidly increased by the ground reaction force, causing the larger second bounce, and b. The PF’s large elevator input in an attempt to control the airplane without thrust during the second bounce. In addition, the indirect causes are as follows: a. Fluctuating airspeed, pitch attitude due to gusty wind resulted in an approach with a large sink rate, b. Late flare with large nose-up elevator input resulted in the first bounce and c. Large pitch attitude change during the bounce possibly made it difficult for the crewmembers to judge airplane pitch attitude and airplane height relative to the ground (MLG height above the runway). d. The PM’s advice, override and takeover were not conducted adequately. It is somewhat likely that, if the fuse pin in the MLG support structure had failed and the MLG had been separated in the overload condition in which the vertical load is the primary component, the damage to the fuel tanks would have been reduced to prevent the fire from developing rapidly. It is probable that the fuse pin did not fail because the failure mode was not assumed under an overload condition in which the vertical load is the primary component due to the interpretation of the requirement at the time of type certification for the MD-11 series airplanes."

Legacy and related events

Safety recommendations

Following the investigation into the crash of FedEx Express Flight 80, the Japan Transport Safety Board (JTSB) issued several safety recommendations aimed at preventing similar incidents involving MD-11 aircraft. One key suggestion was for the (FAA) to require to evaluate design modifications to the main (MLG) fuse pins, ensuring they fracture as intended under vertical overload conditions to avoid structural and aircraft inversion. In response, the National Transportation Safety Board (NTSB) issued recommendations to the FAA in July 2011 for enhanced pilot training on bounced landings. The NTSB also issued further recommendations to the FAA in April 2014 (A-14-004 through A-14-007) addressing MD-11 hard landing issues, including assessments of flare cueing systems, weight-on-wheels cueing, effects of brief power increases on landing distances, and review of pilot currency requirements. FedEx implemented internal changes promptly, revising standard operating procedures (SOPs) to mandate go-arounds during wind-affected approaches exceeding certain thresholds and adding simulator scenarios focused on tailwind landings and porpoising recovery techniques. These measures contributed to industry-wide improvements in flight protocols, with no subsequent MD-11 attributed to bounced landings or similar porpoising oscillations after . On November 5, 2025, Flight 2976, an MD-11F, crashed shortly after takeoff from Louisville International Airport in , killing the two pilots and two ground crew members. The , under investigation by the NTSB, prompted the FAA to issue an emergency grounding all MD-11 and MD-11F aircraft worldwide pending inspections of engines and pylons. Preliminary reports suggest possible engine issues contributed, marking the first fatal MD-11 since 2009 and renewing focus on the type's aging fleet .

1997 FedEx MD-11F accident

On July 31, 1997, FedEx Express Flight 14, operating a McDonnell Douglas MD-11F registered N611FE, crashed while attempting to land at Newark International Airport in New Jersey. The flight had originated from Singapore with stops in Subang, Penang, Taipei, and Anchorage, carrying cargo on its final leg from Alaska. During the approach to runway 22R in darkness and good weather, the aircraft touched down hard approximately 1,175 feet past the threshold at 149 knots with a descent rate of 500 feet per minute, resulting in a 1.67g vertical acceleration. The MD-11F bounced, yawed left, and rolled right as the captain applied excessive nose-down elevator and right rudder inputs in an attempt to correct the instability. This led to a loss of control; the right wingtip and No. 2 engine struck the runway, causing the fuselage to break apart, the aircraft to invert, and a post-crash fire that destroyed the airframe. All four crew members—the captain, first officer, flight engineer, and navigator—sustained minor to serious injuries but evacuated successfully; there were no fatalities. The (NTSB) investigation determined the to be the captain's overcontrol of the airplane during the and his failure to execute a after the initial from a destabilized approach. Contributing factors included the first officer's inadequate monitoring and lack of assertive callouts for a , as well as insufficient simulator training for crews on recognizing and recovering from unstable approaches and bounced landings in the MD-11. The MD-11's design characteristics, such as its high sink rate sensitivity and tendency for pilot-induced oscillations during low-speed handling, exacerbated the sequence of events. This incident shares notable similarities with the 2009 crash of FedEx Express Flight 80, as both involved MD-11 freighters suffering hard, bounced landings that escalated into loss of control due to pilot overcorrections, resulting in inversion and fire—though the 2009 event occurred amid gusty crosswinds at . In response, the NTSB issued several safety recommendations in 2000 (A-00-92 through A-00-96), urging the to develop standardized guidance and enhanced training for MD-11 operators on criteria, bounced landing recovery techniques, and mandatory go-arounds, which influenced subsequent industry-wide improvements in landing procedures.

Cultural depictions

In media

The crash of FedEx Express Flight 80 has been featured in several television documentaries and online videos, often highlighting the role of and aircraft design in the incident. The episode "The Final Push" from Air Crash Investigation (Season 14, Episode 5, aired in 2016) examines the accident alongside the 1997 MD-11 crash, focusing on landing technique similarities and potential design flaws in the MD-11's and spoiler deployment. In 2025, aviation YouTuber Mentour Pilot released a detailed analysis video titled "How a MD11 Design Quirk Led to DISASTER! | Flight 80," which recreates the approach and emphasizes the effects of tailwind and gusts on the aircraft's stability during landing. Publications covering the event include in-depth analyses drawing from official reports. Aviation safety analyst Admiral Cloudberg published "Over and Down: The Crash of Flight 80" in 2021, providing a comprehensive breakdown of the sequence based on the Transport Safety Board (JTSB) , including excerpts from the 2013 report on wind conditions and gear failure. The has received coverage in online news outlets, with Flying publishing an article in 2025 titled "The Other Time A Plane Flipped Over: The Story Of Flight 80," which recounts the event's parallels to prior MD-11 incidents without major dramatization. No major feature films have depicted the crash, but it has inspired recreations within flight communities, including user-generated scenarios in shared on platforms like and , simulating the windy landing conditions at Narita Airport. Recent social media content, such as an reel sharing crash footage on the 16th anniversary (March 23, 2025), has also contributed to ongoing online discussions. Most media portrayals align closely with the JTSB's findings, which identified porpoising oscillations during landing exacerbated by gusty winds including windshear alerts, compounded by crew errors such as improper flare and inadequate recovery actions, and a failure of the landing gear fuse pins to shear as designed, leading to the aircraft's cartwheeling. However, some online videos and podcasts, such as episodes of the Hard Landings Podcast in 2024, have occasionally sensationalized pilot error in handling the bounce beyond the report's attribution of inadequate recovery as a contributing factor.

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