|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||0601 To 1200|
|Locale Reference||airport : zzz.airport|
|Altitude||agl single value : 0|
|Operator||common carrier : air carrier|
|Make Model Name||MD-11|
|Operating Under FAR Part||Part 121|
|Flight Phase||landing : roll|
|Affiliation||company : air carrier|
|Function||flight crew : captain|
oversight : pic
|Experience||flight time last 90 days : 130|
flight time total : 8300
flight time type : 350
|Affiliation||company : air carrier|
|Function||flight crew : first officer|
|Experience||flight time last 90 days : 150|
flight time total : 9500
flight time type : 500
|Anomaly||aircraft equipment problem : critical|
ground encounters other
|Independent Detector||aircraft equipment other aircraft equipment : eicas warning - #3 eng lo|
other flight crewa
other flight crewb
|Resolutory Action||none taken : detected after the fact|
A CAT III autoland approach was completed to runway 7R at the ZZZ airport. The time was roughly XA00; with ceiling reported as 500 ft with 1/2 mi visibility due to snowfall. The tower gave RVR that was legal for the approach; as well as a PIREP from a king air that the braking action was poor. Runway 7L was also reported as poor braking. Descent and approach were uneventful; the touchdown was smooth. The aircraft was configured for flaps 50 degree landing. Maximum autobrakes had been selected; due to the braking action less than good. At touchdown the brakes activated and thrust reverse was initiated. The nose of the aircraft went slightly right of centerline and was corrected by the autoplt; and then went slightly left of centerline and was corrected. The runway was covered by snow; and I found the braking to be poor. The taxiway markings were partially obscured by snow; and the runway markings were completely covered by snow. Runway edge lights were visible as were the centerline lights; while the centerline lighting deteriorated considerably the further you went down the runway. I could tell the braking was poor and after a considerable amount of rollout; I disconnected the autobrakes and used manual braking. Reverse thrust was used from the beginning of touchdown to just under 80 KTS to ensure the aircraft would stop. The aircraft was not slowed enough to safely leave the runway until taxiway D. The first officer reported to the tower the braking action was poor. As the aircraft left the runway for taxiway D; the first officer noticed a level 2 engine 3 RPM low light illuminated. He and the relief officer ran the checklist while I taxied the aircraft off the runway. The checklist was completed and the engine was secured. Flaps were left extended for a contamination check. ZZZ operations was called by radio and informed of the engine flameout and the flap position; and asked to have maintenance meet the aircraft. The contamination check was completed; and the flaps were raised. I wrote up the engine flameout along with the highest egt observed of 623 degrees. We then completed the shut and secure checklist. Callback conversation with reporter revealed the following information: the reporter stated maintenance found the engine had ingested a large amount of snow. The maintenance report did not specify what part of the engine the ingestion of the snow affected; only snow cleaned out. The engine did get a performance run and was returned to service.
Original NASA ASRS Text
Title: AN MD11F CAT III AUTOLAND COMPLETED ON A RWY COVERED WITH SNOW. UPON TURNING ONTO A TXWY THE #3 ENG FLAMED OUT.
Narrative: A CAT III AUTOLAND APCH WAS COMPLETED TO RWY 7R AT THE ZZZ ARPT. THE TIME WAS ROUGHLY XA00; WITH CEILING RPTED AS 500 FT WITH 1/2 MI VISIBILITY DUE TO SNOWFALL. THE TWR GAVE RVR THAT WAS LEGAL FOR THE APCH; AS WELL AS A PIREP FROM A KING AIR THAT THE BRAKING ACTION WAS POOR. RWY 7L WAS ALSO RPTED AS POOR BRAKING. DSCNT AND APCH WERE UNEVENTFUL; THE TOUCHDOWN WAS SMOOTH. THE ACFT WAS CONFIGURED FOR FLAPS 50 DEG LNDG. MAX AUTOBRAKES HAD BEEN SELECTED; DUE TO THE BRAKING ACTION LESS THAN GOOD. AT TOUCHDOWN THE BRAKES ACTIVATED AND THRUST REVERSE WAS INITIATED. THE NOSE OF THE ACFT WENT SLIGHTLY R OF CTRLINE AND WAS CORRECTED BY THE AUTOPLT; AND THEN WENT SLIGHTLY L OF CTRLINE AND WAS CORRECTED. THE RWY WAS COVERED BY SNOW; AND I FOUND THE BRAKING TO BE POOR. THE TXWY MARKINGS WERE PARTIALLY OBSCURED BY SNOW; AND THE RWY MARKINGS WERE COMPLETELY COVERED BY SNOW. RWY EDGE LIGHTS WERE VISIBLE AS WERE THE CTRLINE LIGHTS; WHILE THE CTRLINE LIGHTING DETERIORATED CONSIDERABLY THE FURTHER YOU WENT DOWN THE RWY. I COULD TELL THE BRAKING WAS POOR AND AFTER A CONSIDERABLE AMOUNT OF ROLLOUT; I DISCONNECTED THE AUTOBRAKES AND USED MANUAL BRAKING. REVERSE THRUST WAS USED FROM THE BEGINNING OF TOUCHDOWN TO JUST UNDER 80 KTS TO ENSURE THE ACFT WOULD STOP. THE ACFT WAS NOT SLOWED ENOUGH TO SAFELY LEAVE THE RWY UNTIL TXWY D. THE FO RPTED TO THE TWR THE BRAKING ACTION WAS POOR. AS THE ACFT LEFT THE RWY FOR TXWY D; THE FO NOTICED A LEVEL 2 ENG 3 RPM LOW LIGHT ILLUMINATED. HE AND THE RELIEF OFFICER RAN THE CHKLIST WHILE I TAXIED THE ACFT OFF THE RWY. THE CHKLIST WAS COMPLETED AND THE ENG WAS SECURED. FLAPS WERE LEFT EXTENDED FOR A CONTAMINATION CHK. ZZZ OPS WAS CALLED BY RADIO AND INFORMED OF THE ENG FLAMEOUT AND THE FLAP POS; AND ASKED TO HAVE MAINT MEET THE ACFT. THE CONTAMINATION CHK WAS COMPLETED; AND THE FLAPS WERE RAISED. I WROTE UP THE ENG FLAMEOUT ALONG WITH THE HIGHEST EGT OBSERVED OF 623 DEGS. WE THEN COMPLETED THE SHUT AND SECURE CHKLIST. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR STATED MAINT FOUND THE ENG HAD INGESTED A LARGE AMOUNT OF SNOW. THE MAINT RPT DID NOT SPECIFY WHAT PART OF THE ENG THE INGESTION OF THE SNOW AFFECTED; ONLY SNOW CLEANED OUT. THE ENG DID GET A PERFORMANCE RUN AND WAS RETURNED TO SVC.
Data retrieved from NASA's ASRS site as of January 2009 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.