|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||0601 To 1200|
|Locale Reference||airport : stl.airport|
|Altitude||agl single value : 0|
|Operator||common carrier : air carrier|
|Make Model Name||MD-80 Series (DC-9-80) Undifferentiated or Other Model|
|Operating Under FAR Part||Part 121|
|Flight Phase||landing : roll|
|Affiliation||company : air carrier|
|Function||flight crew : captain|
oversight : pic
|Qualification||pilot : atp|
|Affiliation||company : air carrier|
|Function||flight crew : first officer|
|Anomaly||conflict : ground critical|
ground encounters other
inflight encounter : weather
|Independent Detector||other flight crewa|
|Resolutory Action||flight crew : regained aircraft control|
Flight Crew Human Performance
ATC Human Performance
|Primary Problem||Flight Crew Human Performance|
It was at the end of a very long day. We were dealing with WX, ATC, and passenger concerns. The duty day was about 12 hours long. The previous leg was 5 hours ending in a gate wait of 1 hour in dfw. The leg in question was dfw-stl arriving at early morning. There were scattered showers in the stl area and the first officer was flying the aircraft. We initially set up for the runway 30R approach to stay out of the WX. However, ATC said it looked ok to fly the runway 12L approach. We initiated that approach, but discontinued because of WX infringing on the final approach course. We then set up for the runway 30R, but because of hurried vectors, we were not able to properly set up for the approach, so we discontinued the approach. We came back out for another runway 30R and were stabilized from the OM inbound. When we switched to tower, we were told it was starting to rain, but visibility was still 1 1/2 mi. We could see the runway from just inside the OM. There were not windshear advisories and the wind was 210 degrees at 6 KTS. On short final we started getting rain and visibility was deteriorating to about 3/4 mile. When the first officer started to flare, he started drifting to the left of centerline. When it got to about 20-25 ft left of centerline, I said 'I've got it,' and completed the landing closer to the centerline. Initially, we had some hydroplaning, but we were able to deploy the spoilers and reversers. We were never more than 25 ft left of centerline during the entire event. We stopped in 3/4 length of the runway. The reason I'm writing this, is that I can't help notice the similarity between my event and the accident. It was a long day and very late at night. With WX in the mix, it is the proper circumstances for problems to occur. From this it was reinforced that we must always be on guard.
Original NASA ASRS Text
Title: MD-83 CAPT WAS REQUIRED TO TAKE CTL OF THE ACFT TO PREVENT THE FO FROM DRIFTING OFF THE L SIDE OF THE RWY.
Narrative: IT WAS AT THE END OF A VERY LONG DAY. WE WERE DEALING WITH WX, ATC, AND PAX CONCERNS. THE DUTY DAY WAS ABOUT 12 HRS LONG. THE PREVIOUS LEG WAS 5 HRS ENDING IN A GATE WAIT OF 1 HR IN DFW. THE LEG IN QUESTION WAS DFW-STL ARRIVING AT EARLY MORNING. THERE WERE SCATTERED SHOWERS IN THE STL AREA AND THE FO WAS FLYING THE ACFT. WE INITIALLY SET UP FOR THE RWY 30R APCH TO STAY OUT OF THE WX. HOWEVER, ATC SAID IT LOOKED OK TO FLY THE RWY 12L APCH. WE INITIATED THAT APCH, BUT DISCONTINUED BECAUSE OF WX INFRINGING ON THE FINAL APCH COURSE. WE THEN SET UP FOR THE RWY 30R, BUT BECAUSE OF HURRIED VECTORS, WE WERE NOT ABLE TO PROPERLY SET UP FOR THE APCH, SO WE DISCONTINUED THE APCH. WE CAME BACK OUT FOR ANOTHER RWY 30R AND WERE STABILIZED FROM THE OM INBOUND. WHEN WE SWITCHED TO TWR, WE WERE TOLD IT WAS STARTING TO RAIN, BUT VISIBILITY WAS STILL 1 1/2 MI. WE COULD SEE THE RWY FROM JUST INSIDE THE OM. THERE WERE NOT WINDSHEAR ADVISORIES AND THE WIND WAS 210 DEGS AT 6 KTS. ON SHORT FINAL WE STARTED GETTING RAIN AND VISIBILITY WAS DETERIORATING TO ABOUT 3/4 MILE. WHEN THE FO STARTED TO FLARE, HE STARTED DRIFTING TO THE L OF CTRLINE. WHEN IT GOT TO ABOUT 20-25 FT L OF CTRLINE, I SAID 'I'VE GOT IT,' AND COMPLETED THE LNDG CLOSER TO THE CTRLINE. INITIALLY, WE HAD SOME HYDROPLANING, BUT WE WERE ABLE TO DEPLOY THE SPOILERS AND REVERSERS. WE WERE NEVER MORE THAN 25 FT L OF CTRLINE DURING THE ENTIRE EVENT. WE STOPPED IN 3/4 LENGTH OF THE RWY. THE REASON I'M WRITING THIS, IS THAT I CAN'T HELP NOTICE THE SIMILARITY BTWN MY EVENT AND THE ACCIDENT. IT WAS A LONG DAY AND VERY LATE AT NIGHT. WITH WX IN THE MIX, IT IS THE PROPER CIRCUMSTANCES FOR PROBS TO OCCUR. FROM THIS IT WAS REINFORCED THAT WE MUST ALWAYS BE ON GUARD.
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.