|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1801 To 2400|
|Locale Reference||airport : slc|
|Altitude||agl bound lower : 0|
agl bound upper : 0
|Controlling Facilities||artcc : zdv|
|Operator||common carrier : air carrier|
|Make Model Name||Merlin III|
|Operating Under FAR Part||Part 135|
|Flight Phase||landing other|
|Affiliation||company : air carrier|
|Function||flight crew : captain|
oversight : pic
|Qualification||pilot : atp|
|Experience||flight time last 90 days : 200|
flight time total : 6800
flight time type : 3000
|Affiliation||company : air carrier|
|Function||flight crew : first officer|
|Qualification||pilot : commercial|
pilot : instrument
|Anomaly||other anomaly other|
other anomaly other
|Independent Detector||other flight crewa|
|Resolutory Action||none taken : insufficient time|
|Air Traffic Incident||other|
On landing at slc, cleared for ILS runway 16, about 6 mi north, there was a cell, that we barely avoided by getting an early turn. We could see the runway and the tower reported windshear, with winds out of the south and north, both values were under 10 KTS. The ATIS reported winds out of the southeast at 15 KTS with gusts to 25 KTS. First officer was flying and landed long due to tailwind, and due to our keeping the speed up for windshear. We had plenty of runway, though. As we went through approximately 70 KTS, I asked for the aircraft normal procedure in the SW3 (sweartingen merlin III) since the steering is on the captain's side, and all taxiing is done by captain. I was in the process of bringing speed (levers) back, and going to arm nosewheel steering, when the aircraft turned to the right and came to a stop, between runway and taxiway. Shut down system and evacuate/evacuationed people. The aircraft had a history of making these ventures to the right. I believe that aircraft power control levers were misrigged, with the left producing a lot more power at ground idle. We had noticed it on prior landing, but had ascribed cause to winds. In hindsight, I should have made the landing, not due to any inexperience on the copilot's part, but in awareness of aircraft's tendency to dart to the right, and the shifting winds. I realized that the transition from copilot to captain would have been tricky under even normal conditions. No injuries resulted to passenger or crew. Callback conversation with reporter revealed the following information: the reporter stated that the company required a line- check, which was completed satisfactorily. The aircraft paperwork search, of the previous year, revealed blown tires, and other small problems, that were indicative of misrigging. The excessive torque on the left engine, with winds, led to difficulty in ground tracking, on the runway.
Original NASA ASRS Text
Title: A PART 135 ACR ACFT LEFT THE RWY, AFTER LNDG IN WINDSHEAR CONDITIONS, AND EXPERIENCING DIFFERENTIAL PWR.
Narrative: ON LNDG AT SLC, CLRED FOR ILS RWY 16, ABOUT 6 MI N, THERE WAS A CELL, THAT WE BARELY AVOIDED BY GETTING AN EARLY TURN. WE COULD SEE THE RWY AND THE TWR RPTED WINDSHEAR, WITH WINDS OUT OF THE S AND N, BOTH VALUES WERE UNDER 10 KTS. THE ATIS RPTED WINDS OUT OF THE SE AT 15 KTS WITH GUSTS TO 25 KTS. FO WAS FLYING AND LANDED LONG DUE TO TAILWIND, AND DUE TO OUR KEEPING THE SPD UP FOR WINDSHEAR. WE HAD PLENTY OF RWY, THOUGH. AS WE WENT THROUGH APPROX 70 KTS, I ASKED FOR THE ACFT NORMAL PROC IN THE SW3 (SWEARTINGEN MERLIN III) SINCE THE STEERING IS ON THE CAPT'S SIDE, AND ALL TAXIING IS DONE BY CAPT. I WAS IN THE PROCESS OF BRINGING SPD (LEVERS) BACK, AND GOING TO ARM NOSEWHEEL STEERING, WHEN THE ACFT TURNED TO THE R AND CAME TO A STOP, BTWN RWY AND TXWY. SHUT DOWN SYS AND EVACED PEOPLE. THE ACFT HAD A HISTORY OF MAKING THESE VENTURES TO THE R. I BELIEVE THAT ACFT PWR CTL LEVERS WERE MISRIGGED, WITH THE L PRODUCING A LOT MORE PWR AT GND IDLE. WE HAD NOTICED IT ON PRIOR LNDG, BUT HAD ASCRIBED CAUSE TO WINDS. IN HINDSIGHT, I SHOULD HAVE MADE THE LNDG, NOT DUE TO ANY INEXPERIENCE ON THE COPLT'S PART, BUT IN AWARENESS OF ACFT'S TENDENCY TO DART TO THE R, AND THE SHIFTING WINDS. I REALIZED THAT THE TRANSITION FROM COPLT TO CAPT WOULD HAVE BEEN TRICKY UNDER EVEN NORMAL CONDITIONS. NO INJURIES RESULTED TO PAX OR CREW. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR STATED THAT THE COMPANY REQUIRED A LINE- CHK, WHICH WAS COMPLETED SATISFACTORILY. THE ACFT PAPERWORK SEARCH, OF THE PREVIOUS YEAR, REVEALED BLOWN TIRES, AND OTHER SMALL PROBS, THAT WERE INDICATIVE OF MISRIGGING. THE EXCESSIVE TORQUE ON THE L ENG, WITH WINDS, LED TO DIFFICULTY IN GND TRACKING, ON THE RWY.
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.