First Air Flight 6501 Off-Runway Landing at Edmonton

Incident Overview and Aircraft Status On 25 February 2004, First Air Flight 6501, a Boeing 737-210C with registration C-GNWN and serial number 21067, was operating a charter flight from Lupin, Nunavut, to Edmonton, Alberta. The aircraft touched down on the infield to the left of Runway 12 at 0544 mountain standard time (MST) during a dark instrument landing system (ILS) approach. It traveled approximately 1,600 feet before returning to the runway surface. The aircraft struck one runway light, four taxiway lights, and one hold sign. No injuries were reported, and passengers deplaned via the rear airstairs door. The aircraft was certified, equipped, and maintained in accordance with regulations. It was a combi variant modified with a forward main cabin cargo compartment, a cargo door, and a gravel kit. Its weight and centre of gravity were within limits, and testing of the auto-flight and approach avionics showed the equipment was operating within design tolerances. ## Weather and Operational Context The aerodrome forecast issued at 0439 MST on 25 February 2004 reported variable winds at 3 knots, visibility of 0 statute miles in freezing fog, and temporarily from 0500 to 0800, 2 statute miles in mist, with broken ceilings at 25,000 feet above sea level. A METAR issued at 0600 MST, 15 minutes after the occurrence, reported calm winds, visibility of 1/8 statute mile, Runway 12 RVR 1,000 feet, and Runway 30 RVR 800 feet in freezing fog, with vertical visibility of 300 feet, temperature of −14°C, dew point of −15°C, and altimeter setting of 29.76. The flight was the return leg of a charter that began in Edmonton the previous evening. The schedule required the crew to fly four legs over a 20-hour period with a 10-hour rest period in Yellowknife, Northwest Territories. The crew was advised of low visibilities in Edmonton and delayed departure from Lupin by approximately 40 minutes. FAB 6501 departed Lupin at 0340 MST with Calgary, Alberta, as the alternate airport. ## Approach and Crew Procedures When FAB 6501 contacted Edmonton arrival at 0519 MST, visibility for Runway 30 was 1,200 RVR, the approach ban limit. The crew initially briefed for an approach to that runway but later requested the ILS approach to Runway 12 after its visibility increased to 1,200 RVR with a light setting of 5. The first officer was flying the approach and briefed for a pilot-monitored approach (PMA). The crew used PMA standard operating procedures from their previous employer rather than First Air's, feeling they were more complete and better suited to the conditions. The autopilot was set in VOR/LOC mode when the aircraft intercepted the final approach course. First Air's Boeing 737 Operations Manual stated that if glide slope signals were erratic, only LOC mode was to be used on the autopilot. The first officer manually controlled the pitch through the autopilot to maintain the glide path profile. The aircraft entered the ground-based fog layer at approximately 500 feet above ground level. At minimums (200 feet agl), the captain saw the approach lighting strobes and commanded the first officer to continue. At approximately 65 feet agl, the captain observed the runway edge lighting, took control, disconnected the autopilot, and reduced the rate of descent. ## Flight Data and Aftermath The flight data recorder (FDR) and cockpit voice recorder (CVR) operated as expected and provided usable information. FDR data showed the aircraft crossed the threshold at a height of approximately 45 feet at 129 KIAS (Vref +10), heading 120°M. Descending over the runway, manual control inputs resulted in the aircraft drifting slightly right of the runway centreline, with a maximum displacement of approximately 10 feet. At about 40 feet agl, the aircraft was turned to the left to regain the centreline, achieving a maximum bank angle of 16° left wing down before returning to a near wings level attitude.