Air carrier widebody transport runway excursion on landing at sna.

Attributes
ACN	155052
Time
Date	199008
Day	Mon
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : sna
State Reference	CA
Altitude	agl bound lower : 0 agl bound upper : 0
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Operator	common carrier : air carrier
Make Model Name	Widebody, Low Wing, 2 Turbojet Eng
Navigation In Use	Other Other
Flight Phase	landing other
Route In Use	approach : visual
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Experience	flight time last 90 days : 79 flight time total : 13000 flight time type : 400
ASRS Report	155052
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : commercial pilot : instrument pilot : atp pilot : flight engineer
Experience	flight time last 90 days : 170 flight time total : 6500 flight time type : 1100
ASRS Report	155046
Events
Anomaly	other anomaly other
Independent Detector	other flight crewa
Resolutory Action	none taken : anomaly accepted
Consequence	Other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

Coast approach had air carrier widebody transport at 7000'/210 KTS over kayoh and cleared us for the lda 19R, descend to 6000', report field in sight for visibility. Aircraft was slowed to 200 KTS, flaps 5 degree, descent started. When field in sight was reported. Air carrier widebody transport cleared to 4000' and visibility to runway 19R. Gear was extended and flaps 20 degree airspeed, 190 KTS, speed brakes up. A high rate of descent was attained to lose the necessary altitude, airspeed maintained at 190 KTS. VASI was intercepted and tracked while lowering flaps to 25 degree. Speed brake retracted at 160 KTS and flaps 30 degree. Aircraft was properly aimed for 1000' marker on runway. Airspeed dissipating rapidly. At 1000' mark aircraft floated slightly and I readjusted and landed in what appeared to be the last of the T/D zone. Only the right reverser was available and it was applied with autobrakes #3 and spoilers. The one reverser did not appear to be helping so I increased stopping power by manual braking. It appeared that we would stop just at the end of the runway with the increased braking. During the landing roll the tower advised that the jet overrun was available. Hearing that and to avoid the discomfort to the passengers of the sudden stoop, I lessened the brake pedal pressure slightly and rolled onto the paved overrun at taxi speed. Due to the proximity of other aircraft the flight had to be towed across he runway to the gate. After landing and under tow we were controled by ground. Supplemental information from acn 155046. Sink approximately 900 FPM, vref plus 20 approximately. I would characterize the landing as positive at northeast end of the normal T/D zone. The orange county approachs are designed to leave you high and hot. This coupled with a short runway, and the legality of dispatching an airplane with inoperative reversers stack the deck against the pilots. A go around would have possibly prevented the delay in this particular instance. As long as the operation is profitable the airlines won't change.

Original NASA ASRS Text

Title: ACR WDB RWY EXCURSION ON LNDG AT SNA.

Narrative: COAST APCH HAD ACR WDB AT 7000'/210 KTS OVER KAYOH AND CLRED US FOR THE LDA 19R, DSND TO 6000', RPT FIELD IN SIGHT FOR VIS. ACFT WAS SLOWED TO 200 KTS, FLAPS 5 DEG, DSNT STARTED. WHEN FIELD IN SIGHT WAS RPTED. ACR WDB CLRED TO 4000' AND VIS TO RWY 19R. GEAR WAS EXTENDED AND FLAPS 20 DEG AIRSPD, 190 KTS, SPD BRAKES UP. A HIGH RATE OF DSNT WAS ATTAINED TO LOSE THE NECESSARY ALT, AIRSPD MAINTAINED AT 190 KTS. VASI WAS INTERCEPTED AND TRACKED WHILE LOWERING FLAPS TO 25 DEG. SPD BRAKE RETRACTED AT 160 KTS AND FLAPS 30 DEG. ACFT WAS PROPERLY AIMED FOR 1000' MARKER ON RWY. AIRSPD DISSIPATING RAPIDLY. AT 1000' MARK ACFT FLOATED SLIGHTLY AND I READJUSTED AND LANDED IN WHAT APPEARED TO BE THE LAST OF THE T/D ZONE. ONLY THE R REVERSER WAS AVAILABLE AND IT WAS APPLIED WITH AUTOBRAKES #3 AND SPOILERS. THE ONE REVERSER DID NOT APPEAR TO BE HELPING SO I INCREASED STOPPING PWR BY MANUAL BRAKING. IT APPEARED THAT WE WOULD STOP JUST AT THE END OF THE RWY WITH THE INCREASED BRAKING. DURING THE LNDG ROLL THE TWR ADVISED THAT THE JET OVERRUN WAS AVAILABLE. HEARING THAT AND TO AVOID THE DISCOMFORT TO THE PAXS OF THE SUDDEN STOOP, I LESSENED THE BRAKE PEDAL PRESSURE SLIGHTLY AND ROLLED ONTO THE PAVED OVERRUN AT TAXI SPD. DUE TO THE PROX OF OTHER ACFT THE FLT HAD TO BE TOWED ACROSS HE RWY TO THE GATE. AFTER LNDG AND UNDER TOW WE WERE CTLED BY GND. SUPPLEMENTAL INFO FROM ACN 155046. SINK APPROX 900 FPM, VREF PLUS 20 APPROX. I WOULD CHARACTERIZE THE LNDG AS POSITIVE AT NE END OF THE NORMAL T/D ZONE. THE ORANGE COUNTY APCHS ARE DESIGNED TO LEAVE YOU HIGH AND HOT. THIS COUPLED WITH A SHORT RWY, AND THE LEGALITY OF DISPATCHING AN AIRPLANE WITH INOPERATIVE REVERSERS STACK THE DECK AGAINST THE PLTS. A GO AROUND WOULD HAVE POSSIBLY PREVENTED THE DELAY IN THIS PARTICULAR INSTANCE. AS LONG AS THE OPERATION IS PROFITABLE THE AIRLINES WON'T CHANGE.

Data retrieved from NASA's ASRS site as of July 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.