|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||Regional Jet 700 ER&LR|
|Operating Under FAR Part||Part 121|
|Flight Phase||landing : roll|
|Affiliation||company : air carrier|
|Function||flight crew : first officer|
|Qualification||pilot : commercial|
|Experience||flight time last 90 days : 250|
flight time total : 1600
flight time type : 1100
|Affiliation||company : air carrier|
|Function||flight crew : captain|
oversight : pic
|Anomaly||excursion : runway|
ground encounters other
inflight encounter : weather
|Independent Detector||other flight crewa|
other flight crewb
|Resolutory Action||none taken : unable|
|Problem Areas||Flight Crew Human Performance|
|Primary Problem||Environmental Factor|
About 20 mins prior to landing in ZZZ; my captain and myself received ATIS from the msn ATIS frequency. It was reporting visibility 1/4 mi with heavy snow; blowing snow; indefinite ceiling 200 ft; and wind from 130 degrees at 8 KTS. The normal 'in-range checklist' to the line was performed at this point including a full ILS 18 approach briefing I performed. The landing data was set from the 56000 pound card with a computed v-apch speed of 136 KIAS. We were handed off to approach control. Upon checking in; we were told that the RVR for runway 18 was 1800 ft and that the braking action was reported as 'good.' I do not; however; remember what type aircraft they said it was who reported 7 mins prior. I looked at the approach plate for ILS 18. It said that the minimum RVR was 2400 ft; the captain passed that along to approach. We were then cleared down to 4000 ft and the normal '10000 ft descent items' were completed from the checklist. During this time period; approach control advised that the RVR was trending upwards and nearing the 2400 ft necessary. The captain told me to only use thrust reversers upon landing. He was concerned about using wheel brakes at high speed. Shortly thereafter; we were cleared to descend to 3000 ft; vectored onto final; and cleared for the approach. As we were cleared for the approach; the RVR was reported as 2400 ft by the approach controller. We were handed off to tower and they cleared us to land. The before landing checklist was performed. All required callouts were made during the final approach. The approach lights were sighted at or shortly before reaching minimums; and the approach was continued. A normal touchdown was made; well within the touchdown zone; and on speed. My captain then called 80 KTS; I began to slow the reversers then 60 KTS; and the reversers were completely stowed. The captain then said 'my aircraft' and I said 'your aircraft;' positive xfer of the controls was made. Tower then came on and told us to take taxiway A6; the captain then told me to tell the tower that we would roll to the end. The captain was concerned about directional control and felt that we were still moving too quickly to make a safe turn there. Approaching taxiway A6 he began to apply brakes. The braking action after taxiway A6 was completely nil. The captain was unable to stop the aircraft. He decided to steer the aircraft to the right toward taxiway A7 in order to avoid hitting the reils. The aircraft departed the paved surface just south of taxiway A7 and came to a stop about 30-40 ft off the pavement in a grassy area. The captain told me to inform the flight attendants of the situation; and make sure everything was ok. We decided not to make an emergency evacuate/evacuation since there was no sign of structural damage; smoke; etc.
Original NASA ASRS Text
Title: CARJ EXITS RWY AFTER LANDING IN BLOWING SNOW CONDITIONS.
Narrative: ABOUT 20 MINS PRIOR TO LNDG IN ZZZ; MY CAPT AND MYSELF RECEIVED ATIS FROM THE MSN ATIS FREQ. IT WAS RPTING VISIBILITY 1/4 MI WITH HVY SNOW; BLOWING SNOW; INDEFINITE CEILING 200 FT; AND WIND FROM 130 DEGS AT 8 KTS. THE NORMAL 'IN-RANGE CHKLIST' TO THE LINE WAS PERFORMED AT THIS POINT INCLUDING A FULL ILS 18 APCH BRIEFING I PERFORMED. THE LNDG DATA WAS SET FROM THE 56000 LB CARD WITH A COMPUTED V-APCH SPD OF 136 KIAS. WE WERE HANDED OFF TO APCH CTL. UPON CHKING IN; WE WERE TOLD THAT THE RVR FOR RWY 18 WAS 1800 FT AND THAT THE BRAKING ACTION WAS RPTED AS 'GOOD.' I DO NOT; HOWEVER; REMEMBER WHAT TYPE ACFT THEY SAID IT WAS WHO RPTED 7 MINS PRIOR. I LOOKED AT THE APCH PLATE FOR ILS 18. IT SAID THAT THE MINIMUM RVR WAS 2400 FT; THE CAPT PASSED THAT ALONG TO APCH. WE WERE THEN CLRED DOWN TO 4000 FT AND THE NORMAL '10000 FT DSCNT ITEMS' WERE COMPLETED FROM THE CHKLIST. DURING THIS TIME PERIOD; APCH CTL ADVISED THAT THE RVR WAS TRENDING UPWARDS AND NEARING THE 2400 FT NECESSARY. THE CAPT TOLD ME TO ONLY USE THRUST REVERSERS UPON LNDG. HE WAS CONCERNED ABOUT USING WHEEL BRAKES AT HIGH SPD. SHORTLY THEREAFTER; WE WERE CLRED TO DSND TO 3000 FT; VECTORED ONTO FINAL; AND CLRED FOR THE APCH. AS WE WERE CLRED FOR THE APCH; THE RVR WAS RPTED AS 2400 FT BY THE APCH CTLR. WE WERE HANDED OFF TO TWR AND THEY CLRED US TO LAND. THE BEFORE LNDG CHKLIST WAS PERFORMED. ALL REQUIRED CALLOUTS WERE MADE DURING THE FINAL APCH. THE APCH LIGHTS WERE SIGHTED AT OR SHORTLY BEFORE REACHING MINIMUMS; AND THE APCH WAS CONTINUED. A NORMAL TOUCHDOWN WAS MADE; WELL WITHIN THE TOUCHDOWN ZONE; AND ON SPEED. MY CAPT THEN CALLED 80 KTS; I BEGAN TO SLOW THE REVERSERS THEN 60 KTS; AND THE REVERSERS WERE COMPLETELY STOWED. THE CAPT THEN SAID 'MY ACFT' AND I SAID 'YOUR ACFT;' POSITIVE XFER OF THE CTLS WAS MADE. TWR THEN CAME ON AND TOLD US TO TAKE TXWY A6; THE CAPT THEN TOLD ME TO TELL THE TWR THAT WE WOULD ROLL TO THE END. THE CAPT WAS CONCERNED ABOUT DIRECTIONAL CTL AND FELT THAT WE WERE STILL MOVING TOO QUICKLY TO MAKE A SAFE TURN THERE. APCHING TXWY A6 HE BEGAN TO APPLY BRAKES. THE BRAKING ACTION AFTER TXWY A6 WAS COMPLETELY NIL. THE CAPT WAS UNABLE TO STOP THE ACFT. HE DECIDED TO STEER THE ACFT TO THE R TOWARD TXWY A7 IN ORDER TO AVOID HITTING THE REILS. THE ACFT DEPARTED THE PAVED SURFACE JUST S OF TXWY A7 AND CAME TO A STOP ABOUT 30-40 FT OFF THE PAVEMENT IN A GRASSY AREA. THE CAPT TOLD ME TO INFORM THE FLT ATTENDANTS OF THE SITUATION; AND MAKE SURE EVERYTHING WAS OK. WE DECIDED NOT TO MAKE AN EMER EVAC SINCE THERE WAS NO SIGN OF STRUCTURAL DAMAGE; SMOKE; ETC.
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.