|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1201 To 1800|
|Locale Reference||airport : mnl|
|Altitude||agl bound lower : 0|
agl bound upper : 0
|Operator||common carrier : air carrier|
|Make Model Name||Large Transport, Low Wing, 3 Turbojet Eng|
|Flight Phase||landing other|
|Affiliation||company : air carrier|
|Function||flight crew : captain|
oversight : pic
|Qualification||pilot : atp|
|Experience||flight time last 90 days : 230|
flight time total : 9600
|Affiliation||company : air carrier|
|Function||flight crew : first officer|
|Qualification||pilot : commercial|
pilot : instrument
other anomaly other
|Independent Detector||other other : unspecified|
|Resolutory Action||none taken : detected after the fact|
|Primary Problem||Flight Crew Human Performance|
|Air Traffic Incident||Pilot Deviation|
We had dispatched with no alternate airport, as is company policy, to accommodate payload, since WX was forecast 2000' above minimum and visibility was 7 KM. Beginning letdown for mnl. The WX was good. Wind 240 degree, 3 KTS with thunderstorms in vicinity runway 24. Upon radio contact with approach control, runway was changed to 06, rain at field, winds northerly at 15 KTS. At 7000', I stopped the first officer from using speed brakes to conserve fuel. WX was then 1 mi visibility in rain. Minima were 340' and 1.61 KM. Fuel consumption was aggravated by ATC spacing speed control of 180 KTS, flaps 5 degree. Bad WX between us, manila and clark air base (an emergency alternate in my mind) made me apprehensive to try to go to clark, since phillipines ATC was notoriously poor. We were vectored to intercept final approach course about 3 mi inside the IAF on VOR DME, runway 06. As we commenced, visibility was reported as zero. We said we would continue the approach, see if we break out, or on missed approach, we'd 'box around' for another try. All checklists were done. First officer was flying stable, landing confign, just approaching minima. The runway end, lights and T/D zone markings became visibility to me, left and slightly forward. Because of the first officer not seeing it across the nose, I called 'I see the runway. I have the aircraft, landing.' I took control, flew an south turn type side step for alignment. At approximately 75' to 100', a strong rapid right drift suddenly occurred. As I transitioned from crab angle to cross control in the flare, second officer called 'drifting right.' I made a quick leftward correction, could see we would land right of centerline, but on the runway, so I landed. Braking was poor but reverse thrust was good. At T/D, I'd noted lots of left yoke and right rudder and a sudden wing dip to the left. After parking, post flight servicing personnel found a slight scraped damage to the left outboard trailing edge flap 'canoe' fairing, nearby tip of jackscrew fairing, and slightly to the outboard tip of #1 leading edge device. I suspect winds in excess of 18-23 KTS when we actually landed. With more fuel and an alternate, it could have been avoided.
Original NASA ASRS Text
Title: WING TIP STRIKE AS A RESULT OF STRONG CROSSWIND.
Narrative: WE HAD DISPATCHED WITH NO ALTERNATE ARPT, AS IS COMPANY POLICY, TO ACCOMMODATE PAYLOAD, SINCE WX WAS FORECAST 2000' ABOVE MINIMUM AND VIS WAS 7 KM. BEGINNING LETDOWN FOR MNL. THE WX WAS GOOD. WIND 240 DEG, 3 KTS WITH TSTMS IN VICINITY RWY 24. UPON RADIO CONTACT WITH APCH CTL, RWY WAS CHANGED TO 06, RAIN AT FIELD, WINDS NORTHERLY AT 15 KTS. AT 7000', I STOPPED THE F/O FROM USING SPEED BRAKES TO CONSERVE FUEL. WX WAS THEN 1 MI VIS IN RAIN. MINIMA WERE 340' AND 1.61 KM. FUEL CONSUMPTION WAS AGGRAVATED BY ATC SPACING SPEED CTL OF 180 KTS, FLAPS 5 DEG. BAD WX BTWN US, MANILA AND CLARK AIR BASE (AN EMER ALTERNATE IN MY MIND) MADE ME APPREHENSIVE TO TRY TO GO TO CLARK, SINCE PHILLIPINES ATC WAS NOTORIOUSLY POOR. WE WERE VECTORED TO INTERCEPT FINAL APCH COURSE ABOUT 3 MI INSIDE THE IAF ON VOR DME, RWY 06. AS WE COMMENCED, VIS WAS RPTED AS ZERO. WE SAID WE WOULD CONTINUE THE APCH, SEE IF WE BREAK OUT, OR ON MISSED APCH, WE'D 'BOX AROUND' FOR ANOTHER TRY. ALL CHKLISTS WERE DONE. F/O WAS FLYING STABLE, LNDG CONFIGN, JUST APCHING MINIMA. THE RWY END, LIGHTS AND T/D ZONE MARKINGS BECAME VIS TO ME, LEFT AND SLIGHTLY FORWARD. BECAUSE OF THE F/O NOT SEEING IT ACROSS THE NOSE, I CALLED 'I SEE THE RWY. I HAVE THE ACFT, LNDG.' I TOOK CONTROL, FLEW AN S TURN TYPE SIDE STEP FOR ALIGNMENT. AT APPROX 75' TO 100', A STRONG RAPID RIGHT DRIFT SUDDENLY OCCURRED. AS I TRANSITIONED FROM CRAB ANGLE TO CROSS CTL IN THE FLARE, S/O CALLED 'DRIFTING RIGHT.' I MADE A QUICK LEFTWARD CORRECTION, COULD SEE WE WOULD LAND RIGHT OF CENTERLINE, BUT ON THE RWY, SO I LANDED. BRAKING WAS POOR BUT REVERSE THRUST WAS GOOD. AT T/D, I'D NOTED LOTS OF LEFT YOKE AND RIGHT RUDDER AND A SUDDEN WING DIP TO THE LEFT. AFTER PARKING, POST FLT SERVICING PERSONNEL FOUND A SLIGHT SCRAPED DAMAGE TO THE LEFT OUTBOARD TRAILING EDGE FLAP 'CANOE' FAIRING, NEARBY TIP OF JACKSCREW FAIRING, AND SLIGHTLY TO THE OUTBOARD TIP OF #1 LEADING EDGE DEVICE. I SUSPECT WINDS IN EXCESS OF 18-23 KTS WHEN WE ACTUALLY LANDED. WITH MORE FUEL AND AN ALTERNATE, IT COULD HAVE BEEN AVOIDED.
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.