Narrative:

Configured flaps 30 degrees and gear down, crossed the shoreline over the strobe light at the fence line. Started turn to final using up to 30 degree bank to align with runway. Aircraft went slightly left of runway centerline while turn continued to the right. Then banked left slightly to capture runway centerline. The left wing dipped just prior to the left main touching down. The landing felt normal (not hard) and the rollout was smooth with minimum braking and plenty of runway remaining. Taxi in was normal and smooth (crew did not realize an abrasion had occurred). Flight engineer noted an abrasion on the #1 leading edge slat, outboard flap, outboard jackscrew cover and outboard flap RAIL cover. A temporary repair was made with speed tape by maintenance personnel and a ferry permit was issued for the crew to ferry the aircraft to a maintenance station. The aircraft was repaired and on-line the next morning. Factors: no ATIS, leeward tower reported the winds at 060 KTS with no indication of gusts. Landing on runway 10, the way the aircraft responded indicated winds from the oceanside (approximately 140 KTS). The way the left wing dipped at touchdown felt as if a wind gust might have lifted the right wing also indicating winds from the right (ocean side) contradicting the report from leeward tower. A sharp turn (30+ degree bank) is required to align the aircraft with the centerline while at a low altitude (approximately 400 ft AGL). Our procedures limit us to 30 degree banks so if the wind report is not current or accurate, overshooting the centerline is inevitable, and a stabilized final is not possible as far as alignment. Also, a C130 departed runway 10 prior to our arrival. With VFR departures, we did not consider landing runway 28 with a tailwind. Recommendations: open guantanamo west airspace and change the briefing package to show a straight-in visual approach to runway 10 as the normal approach. Include altitude/distance reference points to assure obstacle clearance on approach. Install a localizer and GS for runway 10 to add instrument reference to the approach. Supplemental information from acn 464072: I was captain, first officer was flying aircraft. Visual approach calls for excessive bank angle on low final approach due to cuban airspace 3/4 NM from runway 10 threshold. All aspects of flight were normal including turn onto runway, except that first officer overshot centerline of runway then banked back to align aircraft. Wind gust created a steeper bank angle. I attempted to apply opposite control but there was not enough time to avoid scraping left leading edge of slat on runway. I felt first officer should fly the approach because he said he has been in guantanamo numerous times and the approach called for a tight right pattern and I felt he would have a better view, I had never been to this airport. In retrospect, the captain should fly that approach because altitude and bank angles required for the approach do not have enough time for a PNF to take the aircraft from the PF, and avoid ground contact. Operator should provide better training for this particular approach.

Related reports:

Google
 

Original NASA ASRS Text

Title: B727 CREW HAD #1 SLAT CONTACT RWY ON LNDG.

Narrative: CONFIGURED FLAPS 30 DEGS AND GEAR DOWN, CROSSED THE SHORELINE OVER THE STROBE LIGHT AT THE FENCE LINE. STARTED TURN TO FINAL USING UP TO 30 DEG BANK TO ALIGN WITH RWY. ACFT WENT SLIGHTLY L OF RWY CTRLINE WHILE TURN CONTINUED TO THE R. THEN BANKED L SLIGHTLY TO CAPTURE RWY CTRLINE. THE L WING DIPPED JUST PRIOR TO THE L MAIN TOUCHING DOWN. THE LNDG FELT NORMAL (NOT HARD) AND THE ROLLOUT WAS SMOOTH WITH MINIMUM BRAKING AND PLENTY OF RWY REMAINING. TAXI IN WAS NORMAL AND SMOOTH (CREW DID NOT REALIZE AN ABRASION HAD OCCURRED). FE NOTED AN ABRASION ON THE #1 LEADING EDGE SLAT, OUTBOARD FLAP, OUTBOARD JACKSCREW COVER AND OUTBOARD FLAP RAIL COVER. A TEMPORARY REPAIR WAS MADE WITH SPD TAPE BY MAINT PERSONNEL AND A FERRY PERMIT WAS ISSUED FOR THE CREW TO FERRY THE ACFT TO A MAINT STATION. THE ACFT WAS REPAIRED AND ON-LINE THE NEXT MORNING. FACTORS: NO ATIS, LEEWARD TWR RPTED THE WINDS AT 060 KTS WITH NO INDICATION OF GUSTS. LNDG ON RWY 10, THE WAY THE ACFT RESPONDED INDICATED WINDS FROM THE OCEANSIDE (APPROX 140 KTS). THE WAY THE L WING DIPPED AT TOUCHDOWN FELT AS IF A WIND GUST MIGHT HAVE LIFTED THE R WING ALSO INDICATING WINDS FROM THE R (OCEAN SIDE) CONTRADICTING THE RPT FROM LEEWARD TWR. A SHARP TURN (30+ DEG BANK) IS REQUIRED TO ALIGN THE ACFT WITH THE CTRLINE WHILE AT A LOW ALT (APPROX 400 FT AGL). OUR PROCS LIMIT US TO 30 DEG BANKS SO IF THE WIND RPT IS NOT CURRENT OR ACCURATE, OVERSHOOTING THE CTRLINE IS INEVITABLE, AND A STABILIZED FINAL IS NOT POSSIBLE AS FAR AS ALIGNMENT. ALSO, A C130 DEPARTED RWY 10 PRIOR TO OUR ARR. WITH VFR DEPS, WE DID NOT CONSIDER LNDG RWY 28 WITH A TAILWIND. RECOMMENDATIONS: OPEN GUANTANAMO W AIRSPACE AND CHANGE THE BRIEFING PACKAGE TO SHOW A STRAIGHT-IN VISUAL APCH TO RWY 10 AS THE NORMAL APCH. INCLUDE ALT/DISTANCE REF POINTS TO ASSURE OBSTACLE CLRNC ON APCH. INSTALL A LOC AND GS FOR RWY 10 TO ADD INST REF TO THE APCH. SUPPLEMENTAL INFO FROM ACN 464072: I WAS CAPT, FO WAS FLYING ACFT. VISUAL APCH CALLS FOR EXCESSIVE BANK ANGLE ON LOW FINAL APCH DUE TO CUBAN AIRSPACE 3/4 NM FROM RWY 10 THRESHOLD. ALL ASPECTS OF FLT WERE NORMAL INCLUDING TURN ONTO RWY, EXCEPT THAT FO OVERSHOT CTRLINE OF RWY THEN BANKED BACK TO ALIGN ACFT. WIND GUST CREATED A STEEPER BANK ANGLE. I ATTEMPTED TO APPLY OPPOSITE CTL BUT THERE WAS NOT ENOUGH TIME TO AVOID SCRAPING L LEADING EDGE OF SLAT ON RWY. I FELT FO SHOULD FLY THE APCH BECAUSE HE SAID HE HAS BEEN IN GUANTANAMO NUMEROUS TIMES AND THE APCH CALLED FOR A TIGHT R PATTERN AND I FELT HE WOULD HAVE A BETTER VIEW, I HAD NEVER BEEN TO THIS ARPT. IN RETROSPECT, THE CAPT SHOULD FLY THAT APCH BECAUSE ALT AND BANK ANGLES REQUIRED FOR THE APCH DO NOT HAVE ENOUGH TIME FOR A PNF TO TAKE THE ACFT FROM THE PF, AND AVOID GND CONTACT. OPERATOR SHOULD PROVIDE BETTER TRAINING FOR THIS PARTICULAR APCH.

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.