|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||0601 To 1200|
|Locale Reference||airport : unv|
|Altitude||agl bound lower : 0|
agl bound upper : 0
|Operator||common carrier : air taxi|
|Make Model Name||Small Transport, Low Wing, 2 Recip Eng|
|Flight Phase||landing other|
|Affiliation||company : air taxi|
|Function||flight crew : first officer|
|Qualification||pilot : instrument|
pilot : commercial
|Experience||flight time last 90 days : 95|
flight time total : 975
|Affiliation||company : air taxi|
|Function||flight crew : captain|
oversight : pic
|Qualification||pilot : atp|
|Anomaly||non adherence : far|
other anomaly other
|Independent Detector||other flight crewa|
|Resolutory Action||none taken : unable|
|Consequence||faa : investigated|
|Primary Problem||Flight Crew Human Performance|
|Air Traffic Incident||Pilot Deviation|
After three turns around the hold at LOM, ZNY cleared us for the ILS 24 approach. I was talking to both ZNY and university park unicom. We were told that the men and equipment were clear of the runway, and I reported that to center before we were cleared for the approach. The reported WX was 400 ft sky obscured and 1 mi in snow and blowing snow, wind 060 degrees at 10 KTS, breaking action was reported as poor. There was about 6 ft of snow on the ground, and the airport had just finished plowing the runway, we were the first aircraft in or out that morning. The captain intercepted and maintained the localizer, called for 10 degrees of flaps, then put the gear down. As the airspeed slowed to about 140 KIAS he called for half flaps. We were now slowing down and established at 120 KIAS, as well as established on the approach. The captain told me to select full flaps when I have ground contact, which I acknowledged. About 3/4 along the approach I started to see the ground, and that I was selecting full flaps. After full flaps were selected the captain still maintained 120 KIAS (small transport touches down about 85-95 KIAS). About 3/4 mi out, I called the runway in sight, no power change was immediately initiated. We crossed the threshold at about 115 KIAS and 1/2 a DOT high on the G/south. We touched down about 1/3 of the way down the runway. He applied the brakes. I did feel a slight deceleration. 2/3 of the runway was used and airspeed was slow enough to consider a go around out of the question, but we were still decelerating. I began to see the runway end identify lights. The captain said that he was not going to get stopped. I said, 'ground loop it, bring up the left engine,' which he did. The airplane proceeded to ground loop and we slid sideways for the last 50-60 ft of runway, finally coming to rest with the left main gear about 8-10 ft off the end of the concrete. No one was injured and after an inspection no damage was found on the airplane. No solid object was hit. Contributing factors: airspeed too fast, altitude too high, icy runway. Suggestions: better planning, judgement and decision making.
Original NASA ASRS Text
Title: ATX SMT RWY EXCURSION. ACFT SLID OFF THE END OF RWY FOLLOWING A LONG, FAST APCH LNDG WITH 10 KTS TAILWIND ON A RWY WHERE BRAKING ACTION WAS REPORTED AS POOR.
Narrative: AFTER THREE TURNS AROUND THE HOLD AT LOM, ZNY CLRED US FOR THE ILS 24 APCH. I WAS TALKING TO BOTH ZNY AND UNIVERSITY PARK UNICOM. WE WERE TOLD THAT THE MEN AND EQUIP WERE CLR OF THE RWY, AND I RPTED THAT TO CENTER BEFORE WE WERE CLRED FOR THE APCH. THE RPTED WX WAS 400 FT SKY OBSCURED AND 1 MI IN SNOW AND BLOWING SNOW, WIND 060 DEGS AT 10 KTS, BREAKING ACTION WAS RPTED AS POOR. THERE WAS ABOUT 6 FT OF SNOW ON THE GND, AND THE ARPT HAD JUST FINISHED PLOWING THE RWY, WE WERE THE FIRST ACFT IN OR OUT THAT MORNING. THE CAPT INTERCEPTED AND MAINTAINED THE LOC, CALLED FOR 10 DEGS OF FLAPS, THEN PUT THE GEAR DOWN. AS THE AIRSPD SLOWED TO ABOUT 140 KIAS HE CALLED FOR HALF FLAPS. WE WERE NOW SLOWING DOWN AND ESTABLISHED AT 120 KIAS, AS WELL AS ESTABLISHED ON THE APCH. THE CAPT TOLD ME TO SELECT FULL FLAPS WHEN I HAVE GND CONTACT, WHICH I ACKNOWLEDGED. ABOUT 3/4 ALONG THE APCH I STARTED TO SEE THE GND, AND THAT I WAS SELECTING FULL FLAPS. AFTER FULL FLAPS WERE SELECTED THE CAPT STILL MAINTAINED 120 KIAS (SMT TOUCHES DOWN ABOUT 85-95 KIAS). ABOUT 3/4 MI OUT, I CALLED THE RWY IN SIGHT, NO PWR CHANGE WAS IMMEDIATELY INITIATED. WE CROSSED THE THRESHOLD AT ABOUT 115 KIAS AND 1/2 A DOT HIGH ON THE G/S. WE TOUCHED DOWN ABOUT 1/3 OF THE WAY DOWN THE RWY. HE APPLIED THE BRAKES. I DID FEEL A SLIGHT DECELERATION. 2/3 OF THE RWY WAS USED AND AIRSPD WAS SLOW ENOUGH TO CONSIDER A GAR OUT OF THE QUESTION, BUT WE WERE STILL DECELERATING. I BEGAN TO SEE THE RWY END IDENT LIGHTS. THE CAPT SAID THAT HE WAS NOT GOING TO GET STOPPED. I SAID, 'GND LOOP IT, BRING UP THE LEFT ENG,' WHICH HE DID. THE AIRPLANE PROCEEDED TO GND LOOP AND WE SLID SIDEWAYS FOR THE LAST 50-60 FT OF RWY, FINALLY COMING TO REST WITH THE LEFT MAIN GEAR ABOUT 8-10 FT OFF THE END OF THE CONCRETE. NO ONE WAS INJURED AND AFTER AN INSPECTION NO DAMAGE WAS FOUND ON THE AIRPLANE. NO SOLID OBJECT WAS HIT. CONTRIBUTING FACTORS: AIRSPD TOO FAST, ALT TOO HIGH, ICY RWY. SUGGESTIONS: BETTER PLANNING, JUDGEMENT AND DECISION MAKING.
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.