 |
37000 Feet | Browse and search NASA's Aviation Safety Reporting System |
|
BE1900 flight crew report directional control and braking problems during landing roll. Crew is unable to stop aircraft prior to nose gear departing runway. No damage or injuries occurred.
| Attributes | |
| ACN | 830751 |
| Time | |
| Date | 200904 |
| Local Time Of Day | 0601-1200 |
| Place | |
| Locale Reference | ZZZ.Airport |
| State Reference | US |
| Environment | |
| Flight Conditions | Marginal |
| Light | Daylight |
| Aircraft 1 | |
| Make Model Name | BAe 125 Series 1000 (Hawker Horizon) |
| Operating Under FAR Part | Part 91 |
| Flight Phase | Initial Approach |
| Flight Plan | IFR |
| Person 1 | |
| Function | Pilot Flying Captain |
| Qualification | Flight Crew Commercial Flight Crew Multiengine Flight Crew Air Transport Pilot (ATP) Flight Crew Flight Instructor |
| Experience | Flight Crew Last 90 Days 149 Flight Crew Total 8556 Flight Crew Type 471 |
| Person 2 | |
| Function | First Officer Pilot Flying |
| Qualification | Flight Crew Multiengine Flight Crew Instrument Flight Crew Flight Instructor Flight Crew Air Transport Pilot (ATP) |
| Experience | Flight Crew Last 90 Days 153 Flight Crew Total 7010 Flight Crew Type 601 |
| Events | |
| Anomaly | Deviation - Procedural Published Material / Policy Ground Excursion Runway |
Narrative:
April 2009 began what seemed as an uneventful approach into ZZZ on the ILS. The ATC controller slowed us down to approach speed early prior to clearing us for the ILS approach to ZZZ. With a light headwind we broke out of the clouds at about 500 ft AGL and made a normal descent on the glide slope. Touched down at reference -3 in the touchdown zone and followed normal procedure on a wet runway. Lift dump was applied and appeared to come out normally and the thrust reversers appeared to come out normally. These call outs were made by myself in the right seat. Airspeed was within reference to reference plus 10 KTS during the whole approach. I made the lift dump call out; made a 100 KT call out and then a two deployed call out for the thrust reversers being deployed. The flying pilot recalls me calling out 80 KTS. I do not recall that call out I remember the 90 KT call out and then I noticed we were slowing down and the end of the runway was approaching fast. I asked the flying pilot to get on the brakes at that point he said he was having trouble with the brakes. Later he told me he was having directional control issues and it was pulling to the left when he applied the brakes. About the last 1000 to 1500 ft in my estimation we were both applying pressure to the brakes. We could feel the brakes locking up and skidded a little sideways and then it straightened up prior to leaving the runway. Before the nosewheel departed the end of the runway we were both doing all we could do to keep it on the runway. We sled off the end with the brakes locked up and reversers fully deployed. Prior to leaving the runway we could feel the brakes locked up. Shortly after we came to a complete stop we could also smell rubber burning. Prior to shut down the tower asked us if we needed any assistance; we informed them that we would need someone to remove us from the runway. The plane left the runway without hitting anything and the nosewheel was struck in the mud approximately 7' off the departure end of the runway and both mains were still on the pavement of runway. There was not any damage to the airplane and no passengers were on board.
Original NASA ASRS Text
Title: BE1900 flight crew report directional control and braking problems during landing roll. Crew is unable to stop aircraft prior to nose gear departing runway. No damage or injuries occurred.
Narrative: April 2009 began what seemed as an uneventful approach into ZZZ on the ILS. The ATC Controller slowed us down to approach speed early prior to clearing us for the ILS approach to ZZZ. With a light headwind we broke out of the clouds at about 500 FT AGL and made a normal descent on the glide slope. Touched down at REF -3 in the touchdown zone and followed normal procedure on a wet runway. Lift dump was applied and appeared to come out normally and the thrust reversers appeared to come out normally. These call outs were made by myself in the right seat. Airspeed was within REF to REF plus 10 KTS during the whole approach. I made the lift dump call out; made a 100 KT call out and then a two deployed call out for the thrust reversers being deployed. The flying pilot recalls me calling out 80 KTS. I do not recall that call out I remember the 90 KT call out and then I noticed we were slowing down and the end of the runway was approaching fast. I asked the flying pilot to get on the brakes at that point he said he was having trouble with the brakes. Later he told me he was having directional control issues and it was pulling to the left when he applied the brakes. About the last 1000 to 1500 FT in my estimation we were both applying pressure to the brakes. We could feel the brakes locking up and skidded a little sideways and then it straightened up prior to leaving the runway. Before the nosewheel departed the end of the runway we were both doing all we could do to keep it on the runway. We sled off the end with the brakes locked up and reversers fully deployed. Prior to leaving the runway we could feel the brakes locked up. Shortly after we came to a complete stop we could also smell rubber burning. Prior to shut down the Tower asked us if we needed any assistance; we informed them that we would need someone to remove us from the runway. The plane left the runway without hitting anything and the nosewheel was struck in the mud approximately 7' off the departure end of the runway and both mains were still on the pavement of runway. There was not any damage to the airplane and no passengers were on board.
Data retrieved from NASA's ASRS site as of April 2012 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.