Narrative:

The rome WX was reported, and briefed upon our departure from dhahran, saudi arabia was cav-ok. The first fco ATIS we received was temperature 16 degree C, dew point 15 degree C, cav-ok 5000 mtrs, wnd 060/04, 1016 MB. This was received on 121.7 prior to descent. At top of descent a second ATIS was received, wind calm, temperature 17 degrees C, dewpoint 15 degrees C 1600 mtrs. In mist, qnh 1016 MB. Transition level 70. This was received on 114.9 at approximately 10000'. The first officer had made the takeoff from dha and was making the approach and landing at fco. Originally we were routed for an ILS approach to 16L, then about 15 mi out we were reclred to 16R. We had requested 16R earlier, as it would involve a more expeditious taxi to our gate. As we established the aircraft on the localizer, we had the ground in contact, obscured intermittently with scattered patches of fog. Looking ahead to the airport, it was noted that the same conditions existed. The controller began reporting RVR's, and with that I began looking for the runway. The approach lights were noted and we continued. Shortly a set of runway lights were observed. They faded and reappeared several times in the fog patches. They were judged to be the runway centerline lights. Just as we were touching down, the real centerline lights were noted to the right and to became painfully apparent that we had lined up on the runway 16R lefthand edge lights. The landing was firm, and I immediately applied hard right rudder. Shortly after, established the aircraft on the runway centerline. The rollout and taxi to the gate were uneventful. Upon departing the aircraft, I noted grass lodged in the landing gear. The canoe covering the flap jacks crew assembly had a broken linkage and failed to retract when the flaps were retracted while taxiing to the gate. There were no personal injuries, and ground damage was reported to be limited to 3 runway edge lights and a runway exit sigh. The left-hand wing gear was the only one that departed the paved runway surface. The excursion carried it 12' off before it reentered the pavement. Supplemental information from acn 181024: after a report of 700M for 'a,' I asked the captain what he wanted to do now that visibility was reported below minimums. He indicated that we should continue the approach because we could see the ground intermittently and would probably be able to see the runway. Our company procedures dictated a missed approach or holding. Because we were tired and programmed for a VFR approach, we continued. Our callout requirements are 1000' above the field, 200' and 100' above minimums, and minimums. I heard 'lights in sight' and no other calls. Supplemental information from acn 181136: the 2 pilots did outstanding job after firm landing on edge of the runway.

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Original NASA ASRS Text

Title: ACR WDB CONTINUED APCH LNDG IN WX REPORTED BELOW ARPT LNDG MINIMUMS. HIT HARD TO THE LEFT OF THE RWY DOING MINOR ACFT DAMAGE AND TAKING OUT 3 RWY LIGHTS AND A RWY SIGN.

Narrative: THE ROME WX WAS RPTED, AND BRIEFED UPON OUR DEP FROM DHAHRAN, SAUDI ARABIA WAS CAV-OK. THE FIRST FCO ATIS WE RECEIVED WAS TEMP 16 DEG C, DEW POINT 15 DEG C, CAV-OK 5000 MTRS, WND 060/04, 1016 MB. THIS WAS RECEIVED ON 121.7 PRIOR TO DSNT. AT TOP OF DSNT A SECOND ATIS WAS RECEIVED, WIND CALM, TEMP 17 DEGS C, DEWPOINT 15 DEGS C 1600 MTRS. IN MIST, QNH 1016 MB. TRANSITION LEVEL 70. THIS WAS RECEIVED ON 114.9 AT APPROX 10000'. THE F/O HAD MADE THE TKOF FROM DHA AND WAS MAKING THE APCH AND LNDG AT FCO. ORIGINALLY WE WERE ROUTED FOR AN ILS APCH TO 16L, THEN ABOUT 15 MI OUT WE WERE RECLRED TO 16R. WE HAD REQUESTED 16R EARLIER, AS IT WOULD INVOLVE A MORE EXPEDITIOUS TAXI TO OUR GATE. AS WE ESTABLISHED THE ACFT ON THE LOC, WE HAD THE GND IN CONTACT, OBSCURED INTERMITTENTLY WITH SCATTERED PATCHES OF FOG. LOOKING AHEAD TO THE ARPT, IT WAS NOTED THAT THE SAME CONDITIONS EXISTED. THE CTLR BEGAN RPTING RVR'S, AND WITH THAT I BEGAN LOOKING FOR THE RWY. THE APCH LIGHTS WERE NOTED AND WE CONTINUED. SHORTLY A SET OF RWY LIGHTS WERE OBSERVED. THEY FADED AND REAPPEARED SEVERAL TIMES IN THE FOG PATCHES. THEY WERE JUDGED TO BE THE RWY CENTERLINE LIGHTS. JUST AS WE WERE TOUCHING DOWN, THE REAL CENTERLINE LIGHTS WERE NOTED TO THE RIGHT AND TO BECAME PAINFULLY APPARENT THAT WE HAD LINED UP ON THE RWY 16R LEFTHAND EDGE LIGHTS. THE LNDG WAS FIRM, AND I IMMEDIATELY APPLIED HARD RIGHT RUDDER. SHORTLY AFTER, ESTABLISHED THE ACFT ON THE RWY CENTERLINE. THE ROLLOUT AND TAXI TO THE GATE WERE UNEVENTFUL. UPON DEPARTING THE ACFT, I NOTED GRASS LODGED IN THE LNDG GEAR. THE CANOE COVERING THE FLAP JACKS CREW ASSEMBLY HAD A BROKEN LINKAGE AND FAILED TO RETRACT WHEN THE FLAPS WERE RETRACTED WHILE TAXIING TO THE GATE. THERE WERE NO PERSONAL INJURIES, AND GND DAMAGE WAS RPTED TO BE LIMITED TO 3 RWY EDGE LIGHTS AND A RWY EXIT SIGH. THE LEFT-HAND WING GEAR WAS THE ONLY ONE THAT DEPARTED THE PAVED RWY SURFACE. THE EXCURSION CARRIED IT 12' OFF BEFORE IT REENTERED THE PAVEMENT. SUPPLEMENTAL INFO FROM ACN 181024: AFTER A RPT OF 700M FOR 'A,' I ASKED THE CAPT WHAT HE WANTED TO DO NOW THAT VISIBILITY WAS RPTED BELOW MINIMUMS. HE INDICATED THAT WE SHOULD CONTINUE THE APCH BECAUSE WE COULD SEE THE GND INTERMITTENTLY AND WOULD PROBABLY BE ABLE TO SEE THE RWY. OUR COMPANY PROCS DICTATED A MISSED APCH OR HOLDING. BECAUSE WE WERE TIRED AND PROGRAMMED FOR A VFR APCH, WE CONTINUED. OUR CALLOUT REQUIREMENTS ARE 1000' ABOVE THE FIELD, 200' AND 100' ABOVE MINIMUMS, AND MINIMUMS. I HEARD 'LIGHTS IN SIGHT' AND NO OTHER CALLS. SUPPLEMENTAL INFO FROM ACN 181136: THE 2 PLTS DID OUTSTANDING JOB AFTER FIRM LNDG ON EDGE OF THE RWY.

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.