Narrative:

I was the captain on a non revenue repositioning flight. The flight crew consisted of the captain and a first officer. There where no flight attendants assigned to this flight or other occupants in the passenger cabin. The aircraft arrived blocking in. The passengers where met and unloaded under the direction of local military personnel. After passenger deplaning was completed; the flight attendants deplaned to continue their duty assignment; and local catering personnel boarded the aircraft to provision the aircraft for the next live leg back. In addition I observed two military security personnel inspecting the cabin on a row by row basis. During this period I spoke with dispatch regarding the flight back; completed the exterior walk around inspection; and completed my flight deck duties to prepare for the flight back. After the local ground personnel completed their duties and deplaned; the first officer closed the 1L passenger door and assumed his duty position on the flight deck. The flight blocked out and proceeded uneventfully. The first officer was the pilot flying and I assumed the duties of the pilot monitoring. Hourly weather reports where obtained enroute from dispatch; and as we approached the destination area; the ATIS was obtained through VHF radio. A visual approach with instrument procedure back-up was prepared and briefed for runway xx. A landing data analysis was completed on the computer and flaps 30 with auto brakes 2 was selected. The approach was normal and a smooth landing occurred. Reverse thrust was selected and the auto brakes could be felt engaging. At about 100-120 KTS ground speed; an extremely loud sharp explosive crashing sound was heard immediately behind my seat. The aircraft continued to track the runway centerline normally and no warning indications where displayed on the flight deck. This was followed by an electrical type of smell. No smoke was observed. I looked over my right shoulder and saw that the armored flight deck access door was bowed into the cockpit area and appeared to have suffered some kind of major impact force from the passenger cabin side. Debris was observed on the aft electronic panel area. I turned my attention back to the track of the aircraft and assumed control of the aircraft. I then instructed the first officer to check the door area for fire. He left his seat and was able to see through the cracks around the door frame and the peep hole to verify that no fire was visible. He then returned to his seat and I taxied the aircraft to vacate the active runway. With no sign of fire and the smell dissipating I elected to taxi the aircraft to the parking location. The after landing checklist was completed and the APU was started and brought online. Upon arrival at the assigned parking spot; the engines where shut down; I opened the sliding cockpit window and requested assistance from the mechanic. The shutdown checklist was completed. Dispatch and the chief pilot where called to advise them of the situation. The securing checklist was completed and the aircraft was completely shut down. The mechanic found and documented a galley cart wedged against the bowed in flight deck door. The door wreckage was jammed and not movable and we ultimately exited the flight deck through the lower decompression blow out panel. After further consultations with the chief pilot; we where transported to the hotel. Suggestions: the need to ensure the security of all galley fixtures should be clearly spelled out for all flights. For flight without cabin attendants this preflight check should be completed by the captain. This check should be completed only after all ground personnel are off the aircraft and all entrance doors are closed. This check should be expanded to include a security sweep of the cabin; to ensure no unauthorized individuals are aboard. The security sweep should include the galley areas; lavatories; all overhead bins and other nooks and crannies where a person could hide. The purpose is to ensure that the galley fixtures are secure and that the overall cabin is secure. Note: this recommendation is already in place at one major airline. The flight deck door should be required to be closed for all operations; including ferry flights. The serious consequences of a runaway galley cart should be reinforced to all personnel involved with operations. This incident could easily have resulted in a hull loss with serious injuries or fatalities. The lessons from this event should not be taken lightly or dismissed with a cavalier attitude.

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Original NASA ASRS Text

Title: An B737-800's flight station door was seriously damaged by a loose cabin service cart on landing after an empty repositioning flight.

Narrative: I was the Captain on a non revenue repositioning flight. The flight crew consisted of the Captain and a First Officer. There where no flight attendants assigned to this flight or other occupants in the passenger cabin. The aircraft arrived blocking in. The passengers where met and unloaded under the direction of local military personnel. After passenger deplaning was completed; the Flight Attendants deplaned to continue their duty assignment; and local catering personnel boarded the aircraft to provision the aircraft for the next live leg back. In addition I observed two military security personnel inspecting the cabin on a row by row basis. During this period I spoke with Dispatch regarding the flight back; completed the exterior walk around inspection; and completed my flight deck duties to prepare for the flight back. After the local ground personnel completed their duties and deplaned; the First Officer closed the 1L passenger door and assumed his duty position on the flight deck. The flight blocked out and proceeded uneventfully. The First Officer was the pilot flying and I assumed the duties of the pilot monitoring. Hourly weather reports where obtained enroute from Dispatch; and as we approached the destination area; the ATIS was obtained through VHF radio. A visual approach with instrument procedure back-up was prepared and briefed for Runway XX. A landing data analysis was completed on the computer and Flaps 30 with auto brakes 2 was selected. The approach was normal and a smooth landing occurred. Reverse thrust was selected and the auto brakes could be felt engaging. At about 100-120 KTS ground speed; an extremely loud sharp explosive crashing sound was heard immediately behind my seat. The aircraft continued to track the runway centerline normally and no warning indications where displayed on the flight deck. This was followed by an electrical type of smell. No smoke was observed. I looked over my right shoulder and saw that the armored flight deck access door was bowed into the cockpit area and appeared to have suffered some kind of major impact force from the passenger cabin side. Debris was observed on the aft electronic panel area. I turned my attention back to the track of the aircraft and assumed control of the aircraft. I then instructed the First Officer to check the door area for fire. He left his seat and was able to see through the cracks around the door frame and the peep hole to verify that no fire was visible. He then returned to his seat and I taxied the aircraft to vacate the active runway. With no sign of fire and the smell dissipating I elected to taxi the aircraft to the parking location. The after landing checklist was completed and the APU was started and brought online. Upon arrival at the assigned parking spot; the engines where shut down; I opened the sliding cockpit window and requested assistance from the Mechanic. The shutdown checklist was completed. Dispatch and the Chief Pilot where called to advise them of the situation. The securing checklist was completed and the aircraft was completely shut down. The Mechanic found and documented a galley cart wedged against the bowed in flight deck door. The door wreckage was jammed and not movable and we ultimately exited the flight deck through the lower decompression blow out panel. After further consultations with the Chief Pilot; we where transported to the hotel. Suggestions: The need to ensure the security of all galley fixtures should be clearly spelled out for all flights. For flight without cabin attendants this preflight check should be completed by the Captain. This check should be completed only after all ground personnel are off the aircraft and all entrance doors are closed. This check should be expanded to include a security sweep of the cabin; to ensure no unauthorized individuals are aboard. The security sweep should include the galley areas; lavatories; all overhead bins and other nooks and crannies where a person could hide. The purpose is to ensure that the galley fixtures are secure and that the overall cabin is secure. NOTE: This recommendation is already in place at one major airline. The flight deck door should be required to be closed for all operations; including ferry flights. The serious consequences of a runaway galley cart should be reinforced to all personnel involved with operations. This incident could easily have resulted in a hull loss with serious injuries or fatalities. The lessons from this event should not be taken lightly or dismissed with a cavalier attitude.

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.