Narrative:

We had a late arriving aircraft in houston, which caused us a 30-min delayed departure. The flight was completely normal until in the vicinity of el paso, tx, where we had to make several deviations for WX. After deviations, we arrived in the phoenix area for an arrival from the west. Initially, we were assigned a visual approach to runway 7R and subsequently were changed to runway 8 on final. Runway 8 localizer OTS. Local WX included thunderstorms to the east and northwest with blowing dust and gusty winds. The captain chose to fly a flaps 3 degree approach with V approach of 140 KTS. Ground speed minimum commanded 160 KTS. We flew the approach at 140 KTS. The approach was stabilized and the landing was normal. Upon selecting reverse thrust, we only had the right thrust reverser as the left was on an MEL. The aircraft pulled to the right. The captain came out of reverse and there was a noticeable reduction in the deceleration rate. The aircraft continued to the right side of the runway, and when it became obvious that the aircraft was going to depart the paved surface, I assisted in applying maximum braking. As we entered the apparently smooth dirt area adjacent to the runway, I was very surprised that the nosewheel collapsed. The aircraft was not going very fast when it left the paved surface. After the aircraft came to a complete stop, all we had was battery power. The number 2 ramp was completely black and I could not contact the tower. While the captain was shutting down and analyzing the situation to determine the evacuate/evacuation, he had trouble with the PA. I then got up and opened the cockpit door. The captain verbally shouted an evacuate/evacuation command, and I found the flight attendants initiating the evacuate/evacuation. I assisted at door 1R, and after the last pas using that slide had deplaned, I went down the slide. I then proceeded to assist at all the other slides being used. There were no apparent injuries. The fire department assisted in escorting the passenger away from the aircraft. Supplemental information from acn 558611: the flight path was stable at 1000 ft AGL with a target speed of 160 KTS due to ground speed 'mini.' the speed arrow was stable, so I selected a speed of 140 KTS as per the mcdu. Just prior to touchdown, I retarded both thrust levers to idle. I reached down to engage engine #2 thrust reverse and shortly thereafter, the aft started slowly diverging to the right. I reached down to ensure that the thrust lever #1 was in idle and reduced thrust on #2 while feeding in left rudder steering. The aircraft did not respond to the steering input, so I added more pressure to the left brake, which did not correct the aircraft's course. We drifted off the runway to the right and the nosewheel dropped into a ditch. We worked in a very chaotic environment to stop the aircraft, and once stopped, set the parking brake. The right thrust lever seemed to bind, so I immediately shut down both engines using the engine master switches. I tried to use the PA, but it did not work. We communicated with the tower who indicated that no smoke or fire was observed. Once the engines were fully shut down, I ordered an evacuate/evacuation. The first officer assisted in the evacuate/evacuation, and I completed the evacuate/evacuation checklist by activating the overhead fire push buttons for engine #1, APU, and then #2. I exited the cockpit and assisted the few remaining passenger off the aircraft. The fire marshall boarded the aircraft, and we conducted a sweep of the aircraft to ensure that no remaining passenger were on board. Thereafter, I turned off the battery power and exited the aircraft.

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Original NASA ASRS Text

Title: AN A320 CREW, LNDG AT PHX WITH AN INOP THRUST REVERSER, EXPERIENCED A RWY EXCURSION.

Narrative: WE HAD A LATE ARRIVING ACFT IN HOUSTON, WHICH CAUSED US A 30-MIN DELAYED DEP. THE FLT WAS COMPLETELY NORMAL UNTIL IN THE VICINITY OF EL PASO, TX, WHERE WE HAD TO MAKE SEVERAL DEVS FOR WX. AFTER DEVS, WE ARRIVED IN THE PHOENIX AREA FOR AN ARR FROM THE W. INITIALLY, WE WERE ASSIGNED A VISUAL APCH TO RWY 7R AND SUBSEQUENTLY WERE CHANGED TO RWY 8 ON FINAL. RWY 8 LOC OTS. LCL WX INCLUDED TSTMS TO THE E AND NW WITH BLOWING DUST AND GUSTY WINDS. THE CAPT CHOSE TO FLY A FLAPS 3 DEG APCH WITH V APCH OF 140 KTS. GND SPD MINIMUM COMMANDED 160 KTS. WE FLEW THE APCH AT 140 KTS. THE APCH WAS STABILIZED AND THE LNDG WAS NORMAL. UPON SELECTING REVERSE THRUST, WE ONLY HAD THE R THRUST REVERSER AS THE L WAS ON AN MEL. THE ACFT PULLED TO THE R. THE CAPT CAME OUT OF REVERSE AND THERE WAS A NOTICEABLE REDUCTION IN THE DECELERATION RATE. THE ACFT CONTINUED TO THE R SIDE OF THE RWY, AND WHEN IT BECAME OBVIOUS THAT THE ACFT WAS GOING TO DEPART THE PAVED SURFACE, I ASSISTED IN APPLYING MAX BRAKING. AS WE ENTERED THE APPARENTLY SMOOTH DIRT AREA ADJACENT TO THE RWY, I WAS VERY SURPRISED THAT THE NOSEWHEEL COLLAPSED. THE ACFT WAS NOT GOING VERY FAST WHEN IT LEFT THE PAVED SURFACE. AFTER THE ACFT CAME TO A COMPLETE STOP, ALL WE HAD WAS BATTERY PWR. THE NUMBER 2 RAMP WAS COMPLETELY BLACK AND I COULD NOT CONTACT THE TWR. WHILE THE CAPT WAS SHUTTING DOWN AND ANALYZING THE SIT TO DETERMINE THE EVAC, HE HAD TROUBLE WITH THE PA. I THEN GOT UP AND OPENED THE COCKPIT DOOR. THE CAPT VERBALLY SHOUTED AN EVAC COMMAND, AND I FOUND THE FLT ATTENDANTS INITIATING THE EVAC. I ASSISTED AT DOOR 1R, AND AFTER THE LAST PAS USING THAT SLIDE HAD DEPLANED, I WENT DOWN THE SLIDE. I THEN PROCEEDED TO ASSIST AT ALL THE OTHER SLIDES BEING USED. THERE WERE NO APPARENT INJURIES. THE FIRE DEPT ASSISTED IN ESCORTING THE PAX AWAY FROM THE ACFT. SUPPLEMENTAL INFO FROM ACN 558611: THE FLT PATH WAS STABLE AT 1000 FT AGL WITH A TARGET SPD OF 160 KTS DUE TO GND SPD 'MINI.' THE SPD ARROW WAS STABLE, SO I SELECTED A SPD OF 140 KTS AS PER THE MCDU. JUST PRIOR TO TOUCHDOWN, I RETARDED BOTH THRUST LEVERS TO IDLE. I REACHED DOWN TO ENGAGE ENG #2 THRUST REVERSE AND SHORTLY THEREAFTER, THE AFT STARTED SLOWLY DIVERGING TO THE R. I REACHED DOWN TO ENSURE THAT THE THRUST LEVER #1 WAS IN IDLE AND REDUCED THRUST ON #2 WHILE FEEDING IN L RUDDER STEERING. THE ACFT DID NOT RESPOND TO THE STEERING INPUT, SO I ADDED MORE PRESSURE TO THE L BRAKE, WHICH DID NOT CORRECT THE ACFT'S COURSE. WE DRIFTED OFF THE RWY TO THE R AND THE NOSEWHEEL DROPPED INTO A DITCH. WE WORKED IN A VERY CHAOTIC ENVIRONMENT TO STOP THE ACFT, AND ONCE STOPPED, SET THE PARKING BRAKE. THE R THRUST LEVER SEEMED TO BIND, SO I IMMEDIATELY SHUT DOWN BOTH ENGS USING THE ENG MASTER SWITCHES. I TRIED TO USE THE PA, BUT IT DID NOT WORK. WE COMMUNICATED WITH THE TWR WHO INDICATED THAT NO SMOKE OR FIRE WAS OBSERVED. ONCE THE ENGS WERE FULLY SHUT DOWN, I ORDERED AN EVAC. THE FO ASSISTED IN THE EVAC, AND I COMPLETED THE EVAC CHKLIST BY ACTIVATING THE OVERHEAD FIRE PUSH BUTTONS FOR ENG #1, APU, AND THEN #2. I EXITED THE COCKPIT AND ASSISTED THE FEW REMAINING PAX OFF THE ACFT. THE FIRE MARSHALL BOARDED THE ACFT, AND WE CONDUCTED A SWEEP OF THE ACFT TO ENSURE THAT NO REMAINING PAX WERE ON BOARD. THEREAFTER, I TURNED OFF THE BATTERY PWR AND EXITED THE ACFT.

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.