From a stabilized ILS approach in the landing flare the aircraft yawed left exited the south side of...

Attributes
ACN	282056
Time
Date	199408
Day	Wed
Local Time Of Day	0601 To 1200
Place
Locale Reference	airport : fsm
State Reference	AR
Altitude	agl bound lower : 0 agl bound upper : 0
Environment
Flight Conditions	IMC
Light	Daylight
Aircraft 1
Operator	common carrier : air taxi
Make Model Name	Any Unknown or Unlisted Aircraft Manufacturer
Operating Under FAR Part	Part 135
Flight Phase	landing other
Flight Plan	IFR
Person 1
Affiliation	company : air taxi
Function	flight crew : captain oversight : pic
Qualification	pilot : cfi pilot : atp pilot : instrument
Experience	flight time last 90 days : 165 flight time total : 4500 flight time type : 400
ASRS Report	282056
Person 2
Affiliation	company : air taxi
Function	flight crew : first officer
Qualification	pilot : atp
Experience	flight time last 90 days : 150 flight time total : 13000 flight time type : 1000
ASRS Report	282318
Events
Anomaly	inflight encounter : weather other anomaly other anomaly other other anomaly other
Independent Detector	other flight crewa
Resolutory Action	none taken : insufficient time none taken : anomaly accepted
Consequence	other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

After deviating around several build-ups we were vectored for the ILS at fsm. Information 'bravo' was reporting 4300 scattered 5000 overcast, 10 mi visibility, with winds 030 degrees at runway 06. ATC reported no WX between our aircraft and the airport. Our WX radar confirmed this as well. As we crossed the wizev LOM we entered an area of moderate rain and the tower reported that their visibility was reduced to 3/4 mi in moderate rain. I continued flying a stabilized approach at 130 KIAS while my copilot watched for the runway environment. Approximately 3/4 of a mi from the threshold the runway environment became visible and the aircraft was slowed for a normal landing. During the landing flare, the aircraft yawed left and exited the south side of the runway. The aircraft hit 2 runway lights and a military arresting cable sign before coming to a halt just east of taxiway 'east.' I feel that there were several contributing factors in this incident. The following I suggest for improvement. 1) more airports need funding for llwsa's. This is especially true for those airports serving scheduled carriers. 2) signs marking arresting cables for military aircraft should be placed further from the sides of runways. 3) after discussion with our director of operations, he had spoken with another pilot who attends fsi for recurrent training. One of the weaknesses of this particular aircraft that was involved in this incident is that when the wind shifts through a quartering tailwind as was the case here, the aircraft becomes almost impossible to control. Aircraft manufacturers need to become more responsible and inform operators of weaknesses and poor handling characteristics of their aircraft in unusual sits. 4) corrective sigmets should be read in their full text, recently, ATC informs pilots of the areas that sigmets are in effect and to monitor hiwas. Many times however it is difficult to find a hiwas frequency and when you do the information is as much as 2 hours old.

Original NASA ASRS Text

Title: FROM A STABILIZED ILS APCH IN THE LNDG FLARE THE ACFT YAWED L EXITED THE S SIDE OF THE RWY HITTING 2 RWY LIGHTS AND A MIL ARRESTING CABLE SIGN BEFORE COMING TO A HALT.

Narrative: AFTER DEVIATING AROUND SEVERAL BUILD-UPS WE WERE VECTORED FOR THE ILS AT FSM. INFO 'BRAVO' WAS RPTING 4300 SCATTERED 5000 OVCST, 10 MI VISIBILITY, WITH WINDS 030 DEGS AT RWY 06. ATC RPTED NO WX BTWN OUR ACFT AND THE ARPT. OUR WX RADAR CONFIRMED THIS AS WELL. AS WE CROSSED THE WIZEV LOM WE ENTERED AN AREA OF MODERATE RAIN AND THE TWR RPTED THAT THEIR VISIBILITY WAS REDUCED TO 3/4 MI IN MODERATE RAIN. I CONTINUED FLYING A STABILIZED APCH AT 130 KIAS WHILE MY COPLT WATCHED FOR THE RWY ENVIRONMENT. APPROX 3/4 OF A MI FROM THE THRESHOLD THE RWY ENVIRONMENT BECAME VISIBLE AND THE ACFT WAS SLOWED FOR A NORMAL LNDG. DURING THE LNDG FLARE, THE ACFT YAWED L AND EXITED THE S SIDE OF THE RWY. THE ACFT HIT 2 RWY LIGHTS AND A MIL ARRESTING CABLE SIGN BEFORE COMING TO A HALT JUST E OF TXWY 'E.' I FEEL THAT THERE WERE SEVERAL CONTRIBUTING FACTORS IN THIS INCIDENT. THE FOLLOWING I SUGGEST FOR IMPROVEMENT. 1) MORE ARPTS NEED FUNDING FOR LLWSA'S. THIS IS ESPECIALLY TRUE FOR THOSE ARPTS SERVING SCHEDULED CARRIERS. 2) SIGNS MARKING ARRESTING CABLES FOR MIL ACFT SHOULD BE PLACED FURTHER FROM THE SIDES OF RWYS. 3) AFTER DISCUSSION WITH OUR DIRECTOR OF OPS, HE HAD SPOKEN WITH ANOTHER PLT WHO ATTENDS FSI FOR RECURRENT TRAINING. ONE OF THE WEAKNESSES OF THIS PARTICULAR ACFT THAT WAS INVOLVED IN THIS INCIDENT IS THAT WHEN THE WIND SHIFTS THROUGH A QUARTERING TAILWIND AS WAS THE CASE HERE, THE ACFT BECOMES ALMOST IMPOSSIBLE TO CTL. ACFT MANUFACTURERS NEED TO BECOME MORE RESPONSIBLE AND INFORM OPERATORS OF WEAKNESSES AND POOR HANDLING CHARACTERISTICS OF THEIR ACFT IN UNUSUAL SITS. 4) CORRECTIVE SIGMETS SHOULD BE READ IN THEIR FULL TEXT, RECENTLY, ATC INFORMS PLTS OF THE AREAS THAT SIGMETS ARE IN EFFECT AND TO MONITOR HIWAS. MANY TIMES HOWEVER IT IS DIFFICULT TO FIND A HIWAS FREQ AND WHEN YOU DO THE INFO IS AS MUCH AS 2 HRS OLD.

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.

From a stabilized ILS approach in the landing flare the aircraft yawed left exited the south side of the runway hitting 2 runway lights and a military arresting cable sign before coming to a halt.