For about 400 m the airplane rolled through the grass north of runway 08R in a slightly curved right hand turn. The autopilot was still engaged as the airplane moved toward the left runway edge and veered off the runway with a speed of 123 kt (KIAS) about 944 m beyond the threshold in the area of taxiway B4. At that time the Auto Flight System (AFS) switched to rollout mode. The PIC called out: “Okay, flaps twenty.” At approximately 420 m beyond the runway threshold the airplane touched down with the left main landing gear and 132 kt (KIAS). As the B 777 flew above the runway threshold 08R, the BAE 146-RJ85 was in front of the localizer antenna and interfered with the localizer signal. The PIC decided to conduct an automatic approach and autoland.Ī BAE 146-RJ85 taxied along taxiway B4 to runway 08R as the B 777 was about 2.9 NM ahead of the runway threshold 08R and 3.4 NM behind the BAE 146-RJ85 when it received take-off clearance.Īs the B 777 was about 50 ft above the runway in the flare phase the airplane began to slowly bank left up to 3.5°. Based on the latest weather information at Munich, visibility 2,000 m, cloud base 300 ft, the Pilot in Command (PIC) decided to assume the role of PF, as the SOPs (FCOM/NORMAL PROCEDURES/OPERATION) of the operator required, and the co-pilot became Pilot Monitoring (PM). …the co-pilot was initially Pilot Flying (PF) during the flight Manchester – Munich.

In their safety investigation report, published 85 months after the occurrence, German safety investigation body, the BFU, explain that: B777-312ER 9V-SWQ of Singapore Airlines at Munich (Credit: Police via BFU)

Localizer antenna location on aircraft