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|
Attributes | |
ACN | 104733 |
Time | |
Date | 198902 |
Day | Mon |
Local Time Of Day | 1201 To 1800 |
Place | |
Locale Reference | airport : cvg |
State Reference | OH |
Altitude | agl bound lower : 0 agl bound upper : 0 |
Environment | |
Flight Conditions | IMC |
Light | Night |
Aircraft 1 | |
Controlling Facilities | tower : cvg |
Operator | common carrier : air carrier |
Make Model Name | Large Transport, Low Wing, 3 Turbojet Eng |
Flight Phase | landing other |
Route In Use | arrival other |
Flight Plan | IFR |
Aircraft 2 | |
Operator | common carrier : air carrier |
Make Model Name | Large Transport, Low Wing, 3 Turbojet Eng |
Flight Phase | landing other |
Route In Use | arrival other |
Flight Plan | IFR |
Person 1 | |
Affiliation | company : air carrier |
Function | flight crew : captain oversight : pic |
Qualification | pilot : flight engineer pilot : atp |
Experience | flight time last 90 days : 210 flight time total : 24000 flight time type : 580 |
ASRS Report | 104733 |
Person 2 | |
Affiliation | company : air carrier |
Function | flight crew : first officer |
Qualification | pilot : flight engineer pilot : atp |
Experience | flight time last 90 days : 200 flight time total : 5000 flight time type : 1200 |
ASRS Report | 104927 |
Events | |
Anomaly | non adherence other other anomaly other anomaly other other anomaly other |
Independent Detector | other flight crewa |
Resolutory Action | flight crew : returned to intended course or assigned course flight crew : regained aircraft control |
Consequence | faa : reviewed incident with flight crew |
Supplementary | |
Primary Problem | Airport |
Air Traffic Incident | Pilot Deviation Operational Deviation other |
Situations | |
ATC Facility | procedure or policy : unspecified |
Airport | other physical facility |
Narrative:
ILS approach and landing to 9R at cvg. Normal braking and reverse usage. With approximately 2000-2500' remaining. We were below 60 KTS and out of reverse. Told by tower to expedite end of runway. Power was applied and I was at a fast taxi speed. We heard tower tell a flight to go around. Normal braking occurred until we were over the white painted area at end of 9R (takeoff area 27L). I entered a skid and nose gear steering and brakes were useless. I applied full left brake and #1 reverse. The nose came around somewhat and we managed to clear the runway. As we did the nose gear and right main gear entered the grass between the 27L runway beginning and the run up pad for 27L. The aircraft was checked over by the cvg fire/rescue veh and was found to be fine. Taxied in on own power. Supplemental information from acn 104927: as we approached the end of the runway, brakes were applied and functioned normally until we got to the runway end identify paint stripes. At that point, the aircraft became completely uncontrollable. No steering, no brakes. We had already started our turn so the aircraft slid off the side of the runway. The nose gear and right main gear went into and out of the grass on the left side of the end of the runway. We told tower that the end of the runway was extremely slippery with virtually no braking or steering. The aircraft was inspected by ground personnel and, when no damage was seen, we taxied to the gate. Supplemental information from acn 104918: we held 20 mins inbound for no stated reason, but strongly suspect it was due to runway temporary closure from jet ground looping intentionally to keep on same runway after hydroplaning at end of runway 9R (same runway we hydroplaned on). 500-1000' from end of runway, I applied braked at around 15 KTS and began hydroplaning--skidding forward toward end of runway. I applied maximum reverse and pointed nose so nose wheel would roll between reils, but aircraft stopped, reversed direction, and I backed it a few ft to be sure that nose wheel had room to turn aircraft off runway at runway end. Dramatic loss of side visibility occurred as reverse was applied, causing tower west/O request to call out emergency vehicles. I exited runway uneventfully and before emergency vehicles arrived west/O further incident. ATC should have told us to nil braking action at roll out end of runway 9R that day, and of hydroplaning that had occurred only mins before. I applaud tower in sending ground emergency vehicles when it certainly seemed to him that we had possible gone off the end of the runway and seeing the aircraft enveloped by water droplets as reverse was applied. But the incident would never had happened if it had been warned on ATIS by approach control, or by tower, that hydroplaning had occurred at end of runway, or that braking action on that end of the runway was nil. When we returned from this sequence on 2/wed/89 am, we landed on 27L at cvg, and ATIS warned us that the last couple thousand ft of the runway had not been cleared of snow/ice. And indeed, it had not been cleared or used by any aircraft. Why was this not said on ATIS on 4/mon/89 after the 'incident,' before pushing back. Around 40 mins after our 'incident,' I asked ground to advise tower of slipperiness at end of 9R (as if tower did not already know) as a PIREP, but ground said that tower was too busy to be interrupted and ground told me to relay the PIREP through our ramp control, which I did. Taxiing out, no mention was given of the slipperiness of the end of 9R (active runway), although ATIS now said that newly painted runway stripes on approach end of 9R were slippery. I feel our hydroplaning began as I applied brakes on new paint and/or rubber deposits at approach end of 27L.
Original NASA ASRS Text
Title: ACR-LGT HYDROPLANED ON FRESH RWY PAINT AND ENCOUNTERED RWY EXCURSION. AFTER CLEARED SECOND ACR-MLG HYDROPLANED AT SAME POINT AND NEARLY LEFT RWY. TWR DID NOT ADVISE SECOND LGT OF RWY CONDITION.
Narrative: ILS APCH AND LNDG TO 9R AT CVG. NORMAL BRAKING AND REVERSE USAGE. WITH APPROX 2000-2500' REMAINING. WE WERE BELOW 60 KTS AND OUT OF REVERSE. TOLD BY TWR TO EXPEDITE END OF RWY. PWR WAS APPLIED AND I WAS AT A FAST TAXI SPD. WE HEARD TWR TELL A FLT TO GO AROUND. NORMAL BRAKING OCCURRED UNTIL WE WERE OVER THE WHITE PAINTED AREA AT END OF 9R (TKOF AREA 27L). I ENTERED A SKID AND NOSE GEAR STEERING AND BRAKES WERE USELESS. I APPLIED FULL LEFT BRAKE AND #1 REVERSE. THE NOSE CAME AROUND SOMEWHAT AND WE MANAGED TO CLR THE RWY. AS WE DID THE NOSE GEAR AND RIGHT MAIN GEAR ENTERED THE GRASS BTWN THE 27L RWY BEGINNING AND THE RUN UP PAD FOR 27L. THE ACFT WAS CHKED OVER BY THE CVG FIRE/RESCUE VEH AND WAS FOUND TO BE FINE. TAXIED IN ON OWN PWR. SUPPLEMENTAL INFO FROM ACN 104927: AS WE APCHED THE END OF THE RWY, BRAKES WERE APPLIED AND FUNCTIONED NORMALLY UNTIL WE GOT TO THE RWY END IDENT PAINT STRIPES. AT THAT POINT, THE ACFT BECAME COMPLETELY UNCONTROLLABLE. NO STEERING, NO BRAKES. WE HAD ALREADY STARTED OUR TURN SO THE ACFT SLID OFF THE SIDE OF THE RWY. THE NOSE GEAR AND RIGHT MAIN GEAR WENT INTO AND OUT OF THE GRASS ON THE LEFT SIDE OF THE END OF THE RWY. WE TOLD TWR THAT THE END OF THE RWY WAS EXTREMELY SLIPPERY WITH VIRTUALLY NO BRAKING OR STEERING. THE ACFT WAS INSPECTED BY GND PERSONNEL AND, WHEN NO DAMAGE WAS SEEN, WE TAXIED TO THE GATE. SUPPLEMENTAL INFO FROM ACN 104918: WE HELD 20 MINS INBND FOR NO STATED REASON, BUT STRONGLY SUSPECT IT WAS DUE TO RWY TEMPORARY CLOSURE FROM JET GND LOOPING INTENTIONALLY TO KEEP ON SAME RWY AFTER HYDROPLANING AT END OF RWY 9R (SAME RWY WE HYDROPLANED ON). 500-1000' FROM END OF RWY, I APPLIED BRAKED AT AROUND 15 KTS AND BEGAN HYDROPLANING--SKIDDING FORWARD TOWARD END OF RWY. I APPLIED MAX REVERSE AND POINTED NOSE SO NOSE WHEEL WOULD ROLL BTWN REILS, BUT ACFT STOPPED, REVERSED DIRECTION, AND I BACKED IT A FEW FT TO BE SURE THAT NOSE WHEEL HAD ROOM TO TURN ACFT OFF RWY AT RWY END. DRAMATIC LOSS OF SIDE VISIBILITY OCCURRED AS REVERSE WAS APPLIED, CAUSING TWR W/O REQUEST TO CALL OUT EMER VEHICLES. I EXITED RWY UNEVENTFULLY AND BEFORE EMER VEHICLES ARRIVED W/O FURTHER INCIDENT. ATC SHOULD HAVE TOLD US TO NIL BRAKING ACTION AT ROLL OUT END OF RWY 9R THAT DAY, AND OF HYDROPLANING THAT HAD OCCURRED ONLY MINS BEFORE. I APPLAUD TWR IN SENDING GND EMER VEHICLES WHEN IT CERTAINLY SEEMED TO HIM THAT WE HAD POSSIBLE GONE OFF THE END OF THE RWY AND SEEING THE ACFT ENVELOPED BY WATER DROPLETS AS REVERSE WAS APPLIED. BUT THE INCIDENT WOULD NEVER HAD HAPPENED IF IT HAD BEEN WARNED ON ATIS BY APCH CTL, OR BY TWR, THAT HYDROPLANING HAD OCCURRED AT END OF RWY, OR THAT BRAKING ACTION ON THAT END OF THE RWY WAS NIL. WHEN WE RETURNED FROM THIS SEQUENCE ON 2/WED/89 AM, WE LANDED ON 27L AT CVG, AND ATIS WARNED US THAT THE LAST COUPLE THOUSAND FT OF THE RWY HAD NOT BEEN CLRED OF SNOW/ICE. AND INDEED, IT HAD NOT BEEN CLRED OR USED BY ANY ACFT. WHY WAS THIS NOT SAID ON ATIS ON 4/MON/89 AFTER THE 'INCIDENT,' BEFORE PUSHING BACK. AROUND 40 MINS AFTER OUR 'INCIDENT,' I ASKED GND TO ADVISE TWR OF SLIPPERINESS AT END OF 9R (AS IF TWR DID NOT ALREADY KNOW) AS A PIREP, BUT GND SAID THAT TWR WAS TOO BUSY TO BE INTERRUPTED AND GND TOLD ME TO RELAY THE PIREP THROUGH OUR RAMP CTL, WHICH I DID. TAXIING OUT, NO MENTION WAS GIVEN OF THE SLIPPERINESS OF THE END OF 9R (ACTIVE RWY), ALTHOUGH ATIS NOW SAID THAT NEWLY PAINTED RWY STRIPES ON APCH END OF 9R WERE SLIPPERY. I FEEL OUR HYDROPLANING BEGAN AS I APPLIED BRAKES ON NEW PAINT AND/OR RUBBER DEPOSITS AT APCH END OF 27L.
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.