|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||0601 To 1200|
|Locale Reference||atc facility : dbo|
airport : dbq
|Altitude||agl bound lower : 0|
agl bound upper : 0
|Operator||general aviation : personal|
|Make Model Name||Small Aircraft, High Wing, 1 Eng, Fixed Gear|
|Flight Phase||descent : approach|
|Function||flight crew : single pilot|
|Qualification||pilot : commercial|
pilot : instrument
|Experience||flight time last 90 days : 27|
flight time total : 1700
flight time type : 1000
|Anomaly||incursion : runway|
inflight encounter : weather
other anomaly other
|Independent Detector||other other : unspecified cockpit|
|Resolutory Action||flight crew : regained aircraft control|
|Primary Problem||Flight Crew Human Performance|
|Air Traffic Incident||Pilot Deviation|
Decided to expedite approach so aircraft in holding pattern could begin approach sooner. Too much airspeed too fast. Flap setting 10 degree instead of normal 30 degree. 10-15 KT tailwind. While rolling down the runway it was perceived that the aircraft would not be stopped by the end of the runway. Heavy braking was applied with the result being the brakes locking and the aircraft hydroplaning off the asphalt onto the grass. This allowed the wheels to start rolling and the aircraft was maneuvered onto the taxiway. No damage, no injuries. Poor decision to alter landing confign to aid traffic flow in IMC. Fell back into assumption that approach was into wind rather than keeping in mind a 10-15 KT tailwind. Even though the minimums were higher, the approach of choice should have been the localizer back course 13. This would have resulted in a missed approach but at least it was into the wind.
Original NASA ASRS Text
Title: PLT OF SMA LNDG AT DBQ IN LOW VISIBILITY LOW CEILING DOWNWIND HYDROPLANED OFF RWY BUT REGAINED ON TXWY WITHOUT ACFT DAMAGE OR INJURY.
Narrative: DECIDED TO EXPEDITE APCH SO ACFT IN HOLDING PATTERN COULD BEGIN APCH SOONER. TOO MUCH AIRSPD TOO FAST. FLAP SETTING 10 DEG INSTEAD OF NORMAL 30 DEG. 10-15 KT TAILWIND. WHILE ROLLING DOWN THE RWY IT WAS PERCEIVED THAT THE ACFT WOULD NOT BE STOPPED BY THE END OF THE RWY. HVY BRAKING WAS APPLIED WITH THE RESULT BEING THE BRAKES LOCKING AND THE ACFT HYDROPLANING OFF THE ASPHALT ONTO THE GRASS. THIS ALLOWED THE WHEELS TO START ROLLING AND THE ACFT WAS MANEUVERED ONTO THE TXWY. NO DAMAGE, NO INJURIES. POOR DECISION TO ALTER LNDG CONFIGN TO AID TFC FLOW IN IMC. FELL BACK INTO ASSUMPTION THAT APCH WAS INTO WIND RATHER THAN KEEPING IN MIND A 10-15 KT TAILWIND. EVEN THOUGH THE MINIMUMS WERE HIGHER, THE APCH OF CHOICE SHOULD HAVE BEEN THE LOC BC 13. THIS WOULD HAVE RESULTED IN A MISSED APCH BUT AT LEAST IT WAS INTO THE WIND.
Data retrieved from NASA's ASRS site as of July 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.