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Before merging with United Airlines in 2010, Continental Airlines operated a regular passenger flight between Orlando International Airport (MCO) and Newark Liberty International Airport (EWR). On October 28, 2006, Flight 1883, flown using a Boeing 757-200 designated as N17105, was transporting 148 passengers and six crew members along this route. The landing of this flight was notably unconventional as it mistakenly concluded on a taxiway, a serious deviation that could have led to catastrophic outcomes, similar to other near-miss taxiway landings in the U.S.
Here’s what occurred:
The National Transportation Safety Board (NTSB) documented that the aircraft, twelve years in service at that time, departed from Orlando in the late afternoon. The unusual landing happened at 18:31 local time (UTC -4). Initially, the flight proceeded normally up the U.S. East Coast. Flight 1883 was directed by the New York Approach Control to initiate an Instrument Landing System (ILS) approach on runway 22L. However, below 8,000 feet (2,440 meters), the pilots were told to switch to a westerly heading and then make a right turn to align with runway 29 for landing.
Following these directions, the pilots, during their final approach, mistakenly identified Taxiway Z as Runway 29, primarily due to its parallel alignment with the intended runway. This misidentification was compounded by the location of the Precision Approach Path Indicator (PAPI) to their left, leading them to conclude they were on the correct path. Shortly thereafter, the aircraft passed through a fleeting rain cloud at about 300 ft (90 m) above ground, obscuring their view and reinforcing their mistaken belief. It wasn’t until after touchdown on Taxiway Z that the error was recognized. Fortunately, the ground controller at EWR managed the situation smoothly, guiding the aircraft to the gate with no injuries reported.
Investigative details:
Runway 29 at Newark Liberty International Airport is an asphalt runway, 6,880 feet (2,100 m) long and 150 feet (46 m) wide, equipped with high-intensity runway edge lights (HIRL) capable of varying intensities from 1 to 5. During the incident, the HIRL was set at its lowest intensity, level 1. Both the runway and taxiway lighting systems were functioning correctly at the time.
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