Mcdonnell Douglas MD-11 accident near Subic Bay, Rp, June 3, 2002
On June 3, 2002 at about 4:00 pm local time, a Mcdonnell Douglas MD-11, registered N588FE, was substantially damaged in an accident near Subic Bay (Subic Bay International airport). It was flown under scheduled airline rules (Part 121). No one was hurt; 2 people were on board or involved. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The momentary operation of the airplane outside of the airplane's aerodynamic design stall buffet boundary that resulted from the captain's initiation of a Ground Proximity Warning System (GPWS) escape maneuver. Factor's contributing to the accident were the false readings of both radio altimeters which prompted the false GPWS warning, and the inadequate structural capability of the elevator design to remain intact during momentary operations outside of the stall buffet boundary.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 3, 2002 · about 4:00 pm local time
- Place
- Subic Bay, RP · Subic Bay International
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Mcdonnell Douglas MD-11 · all MD-11s on the register
- Registration
- N588FE · registry record · serial 48490
- Damage
- Substantial damage
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
The MD-11 airplane experienced structural damage to the left elevator during an abrupt maneuver while descending to land. The abrupt maneuver was initiated by the flight crew in response to a false ground proximity warning system (GPWS) alert that occurred as the airplane was encountering heavy precipitation at an altitude of about 9,800 feet above mean sea level. The GPWS warning subsided during the maneuver. The airplane landed uneventfully. Both flight crewmembers, the sole occupants, were not injured. Post-flight inspection of the airplane revealed that the outboard portion of the left elevator, including the balance weight, was partially separated. The flight crew stated that they had no problems with aircraft handling after the escape maneuver. The investigation revealed that the escape maneuver was aggressive and consistent with procedures that are published in Federal Express' airplane flight manual for "GPWS Pull Up Warning." The elevator damage occurred as a result of an excedence of the airplane's design aerodynamic stall buffet boundary, which led to a severe vibration of the elevator. The stall buffet boundary was exceeded as a result of the captain's initiation of the escape maneuver. The false reading of the no. 1 and no. 2 radio altimeters prompted the false GPWS warning and was most likely due to their signal return off of heavy precipitation. No post-accident mechanical deficiencies were found with the flight controls, avionics, or elevator structure.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; instrument: airplane
- Flight time: 15,537 hours in all; 8,643 in this make and model; 150 in the last 90 days; 58 in the last 30 days; 11,628 as pilot in command
- Last flight review: May 1, 2002
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; instrument: airplane
- Flight time: 7,096 hours in all; 4,188 in this make and model; 122 in the last 90 days; 52 in the last 30 days
- Last flight review: March 26, 2002
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rear
- Injury: no injuries
The aircraft
- Airframe total time: 35,753 hours
- Last inspection: continuous airworthiness programme, May 21, 2002; 115 hours since
- Maximum gross weight: 630,500 lb
- Seats: 6
- Landing gear: retractable
- Engine 1: General Electric CF6-8C2D1F (turbofan); 0 hours total
- Engine 2: General Electric CF6 (turbofan); 0 hours total
- Engine 3: General Electric CF6 (turbofan); 0 hours total
- Operator: Federal Express CORP
The flight
- Departed from: WMKK Kuala Lumpur at 1:19 pm
- Destination: RPLB Subic Bay
- Flight plan: IFR
- A second pilot was aboard
Weather at the time
- Light: night, dark
- Wind: at 3 knots
- Visibility: 1 statute miles
- Sky: broken clouds at 1,800 ft; clear
- Temperature: 75°F (24°C), dew point 72°F (22°C)
- Altimeter: 29.87 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.