|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1201 To 1800|
|Locale Reference||airport : iad|
|Altitude||agl bound lower : 0|
agl bound upper : 0
|Operator||general aviation : corporate|
|Make Model Name||Medium Transport, Low Wing, 2 Turbojet Eng|
|Flight Phase||climbout : takeoff|
|Function||flight crew : captain|
oversight : pic
|Qualification||pilot : commercial|
pilot : instrument
|Experience||flight time last 90 days : 68|
flight time total : 5000
|Function||flight crew : first officer|
|Qualification||pilot : instrument|
pilot : commercial
|Independent Detector||other flight crewa|
|Resolutory Action||flight crew : declared emergency|
none taken : unable
Runway conditions icy and slushy estimated 1/8-1/4' wet snow and slush, visibility 1/2-3/4 mi. Cleared for takeoff from hold short position behind an air carrier widebody transport. He departed 3-5 mins before us. Aircraft brought to a full stop on the numbers heading 190M. Takeoff power applied to 1.55 EPR with brake release at 1.2 EPR. Both engines responded normally with nose wheel steering normal down runway centerline. At 60-80 KTS a deceleration was felt with no heading displacement. At 80 KTS nose wheel steering was left for the yoke with rudder control normal. At 100 KTS, copilot called '100 KTS, trim set for takeoff.' within 1 second after this call another deceleration was felt and the aircraft veered sharply right and would not respond to rudder. Aircraft exited runway short of high speed taxiway E3/E4, crossed E3/E4 and continued to the grass and snow covered area adjacent to runway 19L on the right side. Engines were brought to idle, reversers extended, ari brake extended, drag chute deployed during the exit. Aircraft came to rest in the snow covered grass area with no visible damage other than mud and snow ingestion in the engines. I believe isolated excessive slush spots combined with aquaplaning caused the right main to catch and the left main to slide causing the right veer. Once out of the centerline of the runway the greater amount of slush caused the aircraft to skid right with left rudder displacement.
Original NASA ASRS Text
Title: FLT CREW LOSS OF ACFT CONTROL DURING TKOF FROM SNOW-SLUSH COVERED RWY. RWY EXCURSION TKOF ABORT.
Narrative: RWY CONDITIONS ICY AND SLUSHY ESTIMATED 1/8-1/4' WET SNOW AND SLUSH, VISIBILITY 1/2-3/4 MI. CLRED FOR TKOF FROM HOLD SHORT POS BEHIND AN ACR WDB. HE DEPARTED 3-5 MINS BEFORE US. ACFT BROUGHT TO A FULL STOP ON THE NUMBERS HDG 190M. TKOF PWR APPLIED TO 1.55 EPR WITH BRAKE RELEASE AT 1.2 EPR. BOTH ENGS RESPONDED NORMALLY WITH NOSE WHEEL STEERING NORMAL DOWN RWY CENTERLINE. AT 60-80 KTS A DECELERATION WAS FELT WITH NO HDG DISPLACEMENT. AT 80 KTS NOSE WHEEL STEERING WAS LEFT FOR THE YOKE WITH RUDDER CONTROL NORMAL. AT 100 KTS, COPLT CALLED '100 KTS, TRIM SET FOR TKOF.' WITHIN 1 SEC AFTER THIS CALL ANOTHER DECELERATION WAS FELT AND THE ACFT VEERED SHARPLY RIGHT AND WOULD NOT RESPOND TO RUDDER. ACFT EXITED RWY SHORT OF HIGH SPD TXWY E3/E4, CROSSED E3/E4 AND CONTINUED TO THE GRASS AND SNOW COVERED AREA ADJACENT TO RWY 19L ON THE RIGHT SIDE. ENGS WERE BROUGHT TO IDLE, REVERSERS EXTENDED, ARI BRAKE EXTENDED, DRAG CHUTE DEPLOYED DURING THE EXIT. ACFT CAME TO REST IN THE SNOW COVERED GRASS AREA WITH NO VISIBLE DAMAGE OTHER THAN MUD AND SNOW INGESTION IN THE ENGS. I BELIEVE ISOLATED EXCESSIVE SLUSH SPOTS COMBINED WITH AQUAPLANING CAUSED THE RIGHT MAIN TO CATCH AND THE LEFT MAIN TO SLIDE CAUSING THE RIGHT VEER. ONCE OUT OF THE CENTERLINE OF THE RWY THE GREATER AMOUNT OF SLUSH CAUSED THE ACFT TO SKID RIGHT WITH LEFT RUDDER DISPLACEMENT.
Data retrieved from NASA's ASRS site as of August 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.