CHI01FA292

The transport airplane sustained substantial damage during landing when it veered off the left side of runway 27 at 0111 cst and both engines sustained foreign object damage (FOD). Level 4 and 5 thunderstorms were in the vicinity of the airport at the time of the accident. The ASOS rain gauge on the airport indicated 0.42 inches of rain fell between 0100 and 0111. The wind was from the northwest at less than 10 knots, and no significant low-level windshear was present at the time of the accident. The first officer was the flying pilot. The Flight Data Recorder data indicated the airplane was on a stabilized instrument approach with the autopilot engaged until about 200 feet above ground level (agl), when the autopilot was disconnected and the airplane was flown manually. After the autopilot disconnect, the airplane began drifting left and above glide slope. The airplane crossed the runway threshold at about 57 feet agl, offset about 65 feet left of centerline, but the ground track was being corrected back toward centerline. A flare was initiated about 600 feet past the runway threshold and about 35 feet agl. During the flare, the ground track achieved the centerline, but deviated back to the left before main gear touchdown, which occurred about 3,200 feet past the runway threshold. At touchdown, the left main gear was about 56 feet left of centerline with an airplane ground track of about 5 degrees to the left. Within 2 seconds of touchdown (about 300 feet of travel), the left main gear crossed the white runway edge strip, and within 5 seconds of touchdown (about 1,000 feet of travel), the left main gear departed the paved surface. A nearly full right rudder input was made at about 3,450 feet from the runway threshold after main gear touchdown. The airplane departed the runway surface before the ground track altered back to the right. The company's Operations Manual states, "Control Glidepath so that touchdown occurs on the 1000 foot point (Fixed Distance Marker)...If an unsatisfactory approach is likely to result in a long landing, GO AROUND and make a second approach."

History of flight

On August 25, 2001, at 0111 central daylight time (cdt), a Boeing 737-3G7, N306AW, Flight 598, operated by America West Airlines, Inc. (AWA), sustained foreign object damage (FOD) to both engines during landing when it veered off the left side of runway 27 (9,500 feet by 150 feet, wet grooved asphalt) at the Kansas City International Airport (MCI), Kansas City, Missouri. The captain, first officer, three flight attendants, and 53 passengers were not injured. One passenger reported a minor injury. Airport Rescue and Fire Fighting (ARFF) personnel responded and confirmed there was no smoke, fire, or fuel coming from the airplane. An emergency evacuation was not conducted. The passengers were kept on board the airplane until a bus arrived to transport them to the terminal. The Title 14 Code of Federal Regulations Part 121 scheduled, domestic flight originated from Phoenix Sky Harbor International Airport (PHX), Phoenix, Arizona, on August 24, 2001, at 2025 mountain standard time (mst), and was en route to MCI. Instrument meteorological conditions prevailed at that time. The flight was on an IFR flight plan.

The captain and first officer reported for duty at PHX on August 24, 2001, at 1340 mst for the start of a two day trip, Trip 1050. Four flight legs were scheduled on August 24th. The first scheduled takeoff was at 1425 mst, and the final landing of the fourth leg of flight occurred at 0111 cdt at MCI. The flight crew's duty time was 10 hours and 38 minutes.

On August 24, 2001, the first three flight legs on Trip 1050 were completed without incident, and the airplane arrived back at PHX at 1948 mst at the completion of the third leg of flight. The scheduled departure time for Flight 598 was 2023 mst, and the actual departure time was 2025 mst.

The pilots were interviewed by America West Airlines (AWA) personnel, representatives of the Air Line Pilots Association, and by an inspector from the Federal Aviation Administration. The AWA report stated the following information:

"The first officer was acting as the Pilot Flying (PF). The aircraft was operating normally with the exception of the auto thrust system that was placarded inoperative under the provisions of the minimum equipment list (MEL). The weather was clear until approximately 30 minutes prior to landing when the flight began deviating around convective activity using onboard weather radar and vectors from Air Traffic Control (ATC). Several runway changes were assigned by ATC. The winds were updated to approximately from the West at 8 knots and the visibility was believed to have been reported between 6 and 8 miles. ATC offered Runway 27 and the crew accepted. The first officer briefed the captain on a visual approach 'backed up by the ILS.'

The aircraft was configured for a 'flaps 30' landing and the landing checklist was completed including the arming of the speed brakes.

During the approach, the flight encountered heavy rain decreasing to light or moderate rain approximately 6 miles from the runway. The captain reported the approach lights in sight approximately 2 miles from touchdown and reported the runway lights in sight almost immediately thereafter. Between 500 and 1,000 feet above touchdown, the captain advised the first officer that the flight management system (FMS) was indicating the winds to be from 320 degrees at 8 knots.

The captain described the weather conditions 'as advertised.' The first officer indicated that the visibility was worse than he had anticipated.

On short final, the wipers were turned on and the auto brakes were set to '2.'

The first officer reported that during the flare and landing, the runway appeared to absorb the light from the aircraft's landing lights and the runway was very black. Both pilots reported the touchdown to be normal except for the absence of the sensation of touchdown. The reversers were activated normally. The crew did not recall whether or not the reverser lights came on or if the speed brakes activated.

The first officer reported that sometime after the nose wheel was lowered to the runway, he saw the left-side runway lights entering his peripheral view indicating to him that the aircraft was tracking to the left while remaining parallel to the runway centerline. The captain attempted to assist the first officer by using the steering tiller.

The aircraft exited the left side of the runway. The first officer stowed the reversers. As soon as the aircraft came to a complete stop, the captain made a public address (PA) announcement commanding the passengers to 'Remain seated, the situation is under control.' The first officer notified ATC of the situation and requested the Airport Rescue and Fire Fighting (ARFF) equipment. After the ARFF crew reported no significant hazards, the captain started the Auxiliary Power Unit (APU) until the passengers could be deplaned using portable stairs." (See AWA report of pilots' statements)

The captain in a written statement reported the following:

"I was the Captain, non-flying pilot, on flight 598 (PHX-MCI) on the night of August 24, 2001. MCI had scattered thunderstorms and rain in the area. We were vectored to the ILS for runway 27, and on final approach experienced light to moderate rain with winds reported out of the west at eight knots. I saw the approach lights at approximately two miles from the runway and the runway lights immediately thereafter. The approach and landing appeared normal; however on touchdown, the aircraft shifted to the left side of the runway and ultimately partially exited the runway into the field, despite using right aileron, rudder, and tiller inputs. Once stopped, we contacted the tower and asked for emergency vehicles, and then notified the Company. Passengers were de-planed by emergency crews and aircraft control handed off the MCI station personnel."

The first officer in a written statement reported the following:

"I was the First Officer, flying pilot, on flight 598 (PHX-MCI) on the night of August 24, 2001. We were vectored to the ILS for runway 27, and on final approach experienced light to moderate rain. Upon touchdown, the aircraft gently began to shift to the left edge of the runway and ultimately partially exited the runway into the field, despite using right aileron and rudder inputs. Once stopped, we contacted the tower and asked for emergency vehicles, and then notified the Company. Passengers were de-planed by emergency crews and aircraft control handed off to MCI station personnel."

One of the flight attendants reported the following in a written statement:

"As we were approaching the runway in Kansas City the first flight attendant and I noticed it was raining pretty hard outside, but other than that everything seemed normal. Once we touched down I felt a few bumps and then the plane seemed to skid. At that point I felt a huge bump and a few seconds later we came to a stop. The first [flight attendant] called the flight deck after waiting a few seconds. As soon as she called the flight deck one of the pilots came over the PA and said, 'Remain seated. Situation under control.' The passengers were the first ones to mention we might be off the runway. While I was talking to the passengers from my jump seat the first flight attendant was busy talking to the pilots. The emergency crew at Kansas City arrived on the scene in less than a minute. With the help of the America West personnel in MCI and the emergency crew, the passengers deplaned out of door 1R, down portable stairs and on to waiting buses that took them to the terminal."

Personnel information

The captain held an airline transport pilot certificate with airplane single engine and multi-engine land ratings. He held a First Class Medical Certificate that was issued on April 17, 2001. He had a total of about 9,425 flight hours. He had flown 172 hours in the last 90 days and