|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1801 To 2400|
|Locale Reference||airport : mex|
|Altitude||agl bound lower : 0|
agl bound upper : 0
|Operator||common carrier : air carrier|
|Make Model Name||Medium Large Transport, Low Wing, 2 Turbojet Eng|
|Flight Phase||landing other|
|Route In Use||approach : visual|
|Affiliation||company : air carrier|
|Function||flight crew : captain|
oversight : pic
|Qualification||pilot : atp|
|Experience||flight time last 90 days : 220|
flight time total : 10500
|Affiliation||company : air carrier|
|Function||flight crew : first officer|
|Qualification||pilot : instrument|
pilot : commercial
|Experience||flight time last 90 days : 163|
flight time total : 2650
|Anomaly||aircraft equipment problem : critical|
other anomaly other
|Independent Detector||other flight crewa|
|Resolutory Action||flight crew : regained aircraft control|
none taken : anomaly accepted
|Air Traffic Incident||Pilot Deviation|
When arriving in mex the ATIS was obtained, 20 scattered 35 scattered/10, temperature 15 altimeter/3030, winds calm. We were set up for the san mataso arrival to runway 5. When we broke out we were given a visual to runway 23L. This put me a little high and to the right of center line. First officer was finishing the before landing checklist and I was getting the aircraft down to G/south by using 40 degree flap setting. We made a smooth landing at about bug +15 and deployed the buckets. The aircraft stated to slide left and I stowed the buckets. The runway was very wet with pools of water on it. We slid back and further while trying to keep the aircraft on the runway. When I started using nosewheel steering and the brakes started grabbing, I got the aircraft back under control and slowing, brought it to a stop. Then, I told the passenger to remain seated and told the tower to check the runway lights. After deplaning the passenger at the gate, we made a visual inspection of the aircraft and found: the lower right access door gone, a large hole in the #2 engine (forward cowl), the right inboard flap bent and the right landing light missing with the strobelight lens cracked. The right outboard tire was also flat. I then inspected the runway and found one broken light. If I had known there was standing water on the runway, I would have made a different approach. At not time was it ever reported to us that the runway was wet with standing water. Supplemental information from 91043: the runway was wet with large pools of standing water. The captain applied idle reverse thrust, and I observed both buckets deploy simultaneously. He increased the reverse thrust and I observed the left engine spool normally, with the right engine lagging by 2 or 3 seconds. We yawed left and drifted left. The captain stowed the buckets, realigned the aircraft with the runway, and reapplied reverse thrust. However, before the buckets deployed the aircraft yawed right. He stowed the buckets again only moments later, and left them stowed. The fishtailing oscillations increased in frequency and severity as we hydroplaned down the runway. I estimate we fishtailed a dozen times. While fishtailing, the aircraft also drifted across center line 3 times, each time coming closer to the edge of the runway. The last time we drifted to the left, the captain asked me to try my brakes, which seemed to aggravate the fishtail. As we approached the left edge, we thought the aircraft might depart the runway. The captain then gained partial control of the nosewheel steering and brakes. The aircraft came to rest slightly right of center line with a yaw angle of 20 degrees right and 1000' remaining. Callback conversation with reporter revealed the following: conversation revealed that when maintenance got to the aircraft they found there had been a hot main mount bearing on the right side on takeoff at departure station which had caused wheel well fire for which crew had received no indication. This had fused the wheel bearing and the wheel which had caused the control problem on landing and blown the tire when it would not turn. Required 2 days to get fused bearing off. Also reported determined when aircraft had gotten to right edge of runway wing tip had struck at taxiway sign causing the wing tip damage. Reported the FAA is taking no action against crew.
Original NASA ASRS Text
Title: ACR MLG NIGHT LNDG ON RWY WITH UNREPORTED POOLS OF WATER AND WET, HYDROPLANED AND LOST CONTROL, BUT STAYED ON RWY.
Narrative: WHEN ARRIVING IN MEX THE ATIS WAS OBTAINED, 20 SCATTERED 35 SCATTERED/10, TEMP 15 ALTIMETER/3030, WINDS CALM. WE WERE SET UP FOR THE SAN MATASO ARR TO RWY 5. WHEN WE BROKE OUT WE WERE GIVEN A VISUAL TO RWY 23L. THIS PUT ME A LITTLE HIGH AND TO THE RIGHT OF CENTER LINE. F/O WAS FINISHING THE BEFORE LNDG CHKLIST AND I WAS GETTING THE ACFT DOWN TO G/S BY USING 40 DEG FLAP SETTING. WE MADE A SMOOTH LNDG AT ABOUT BUG +15 AND DEPLOYED THE BUCKETS. THE ACFT STATED TO SLIDE LEFT AND I STOWED THE BUCKETS. THE RWY WAS VERY WET WITH POOLS OF WATER ON IT. WE SLID BACK AND FURTHER WHILE TRYING TO KEEP THE ACFT ON THE RWY. WHEN I STARTED USING NOSEWHEEL STEERING AND THE BRAKES STARTED GRABBING, I GOT THE ACFT BACK UNDER CONTROL AND SLOWING, BROUGHT IT TO A STOP. THEN, I TOLD THE PAX TO REMAIN SEATED AND TOLD THE TWR TO CHK THE RWY LIGHTS. AFTER DEPLANING THE PAX AT THE GATE, WE MADE A VISUAL INSPECTION OF THE ACFT AND FOUND: THE LOWER RIGHT ACCESS DOOR GONE, A LARGE HOLE IN THE #2 ENG (FORWARD COWL), THE RIGHT INBOARD FLAP BENT AND THE RIGHT LNDG LIGHT MISSING WITH THE STROBELIGHT LENS CRACKED. THE RIGHT OUTBOARD TIRE WAS ALSO FLAT. I THEN INSPECTED THE RWY AND FOUND ONE BROKEN LIGHT. IF I HAD KNOWN THERE WAS STANDING WATER ON THE RWY, I WOULD HAVE MADE A DIFFERENT APCH. AT NOT TIME WAS IT EVER RPTED TO US THAT THE RWY WAS WET WITH STANDING WATER. SUPPLEMENTAL INFO FROM 91043: THE RWY WAS WET WITH LARGE POOLS OF STANDING WATER. THE CAPT APPLIED IDLE REVERSE THRUST, AND I OBSERVED BOTH BUCKETS DEPLOY SIMULTANEOUSLY. HE INCREASED THE REVERSE THRUST AND I OBSERVED THE LEFT ENG SPOOL NORMALLY, WITH THE RIGHT ENG LAGGING BY 2 OR 3 SECS. WE YAWED LEFT AND DRIFTED LEFT. THE CAPT STOWED THE BUCKETS, REALIGNED THE ACFT WITH THE RWY, AND REAPPLIED REVERSE THRUST. HOWEVER, BEFORE THE BUCKETS DEPLOYED THE ACFT YAWED RIGHT. HE STOWED THE BUCKETS AGAIN ONLY MOMENTS LATER, AND LEFT THEM STOWED. THE FISHTAILING OSCILLATIONS INCREASED IN FREQ AND SEVERITY AS WE HYDROPLANED DOWN THE RWY. I ESTIMATE WE FISHTAILED A DOZEN TIMES. WHILE FISHTAILING, THE ACFT ALSO DRIFTED ACROSS CENTER LINE 3 TIMES, EACH TIME COMING CLOSER TO THE EDGE OF THE RWY. THE LAST TIME WE DRIFTED TO THE LEFT, THE CAPT ASKED ME TO TRY MY BRAKES, WHICH SEEMED TO AGGRAVATE THE FISHTAIL. AS WE APCHED THE LEFT EDGE, WE THOUGHT THE ACFT MIGHT DEPART THE RWY. THE CAPT THEN GAINED PARTIAL CTL OF THE NOSEWHEEL STEERING AND BRAKES. THE ACFT CAME TO REST SLIGHTLY RIGHT OF CENTER LINE WITH A YAW ANGLE OF 20 DEGS RIGHT AND 1000' REMAINING. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING: CONVERSATION REVEALED THAT WHEN MAINT GOT TO THE ACFT THEY FOUND THERE HAD BEEN A HOT MAIN MOUNT BEARING ON THE RIGHT SIDE ON TKOF AT DEP STATION WHICH HAD CAUSED WHEEL WELL FIRE FOR WHICH CREW HAD RECEIVED NO INDICATION. THIS HAD FUSED THE WHEEL BEARING AND THE WHEEL WHICH HAD CAUSED THE CTL PROB ON LNDG AND BLOWN THE TIRE WHEN IT WOULD NOT TURN. REQUIRED 2 DAYS TO GET FUSED BEARING OFF. ALSO RPTED DETERMINED WHEN ACFT HAD GOTTEN TO RIGHT EDGE OF RWY WING TIP HAD STRUCK AT TXWY SIGN CAUSING THE WING TIP DAMAGE. RPTED THE FAA IS TAKING NO ACTION AGAINST CREW.
Data retrieved from NASA's ASRS site as of August 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.