American Airlines Flight 802 Runway Departure at Montreal

Incident Overview and Flight History American Airlines Flight 802, operated by a Boeing 737-823 with registration N901AN and serial number 29503, departed Dallas/Fort Worth International Airport (KDFW) at 1705 local time for Montreal/Pierre Elliott Trudeau International Airport (CYUL). The flight was uneventful and on schedule. The captain, seated on the left, was the pilot flying, while the first officer on the right served as the pilot monitoring. The crew received weather updates via the automatic terminal information service (ATIS) en route and before landing. Runway 24R was in use, reported as 100% bare and wet, with light rain. Winds on final approach were from 150° magnetic at 16 knots, creating a 90° left crosswind. The crew executed an instrument landing system (ILS) approach to Runway 24R, completing all checklists and calls per standard operating procedures. Windshield wipers were not used as the light rain flowed off effectively. The autobrake setting was not recorded on the flight data recorder, but deceleration performance was consistent with a setting of 2. Flaps were set to 30°, and the calculated VREF speed of 145 knots was appropriate for the landing weight and conditions. The aircraft was configured for landing before crossing the Jarry final approach fix, located 4.9 nautical miles from the threshold. Winds at the fix were from 180°M at 44 knots, decreasing to 157°M at 14 knots over the threshold, resulting in a 2.2-knot headwind and a 13.8-knot left crosswind at touchdown. The crosswind was within the manufacturer’s guidelines. The approach was stable with minor deviations from the localizer and glideslope. The autopilot was disengaged at approximately 1,830 feet above sea level, while autothrottles remained engaged until touchdown. The aircraft crossed the threshold at 32 feet above ground level and 156 knots (VREF + 11). The initial touchdown was firm at 150 knots (VREF + 5) and 825 feet past the threshold. The automatic speed brake and autobrake systems activated within one second after touchdown, followed by manual selection of maximum reverse thrust. Aircraft deceleration was considered normal. ## Runway Departure Sequence After touchdown, the aircraft tracked the centerline with minor heading changes during the first 16 seconds. At 1953:10, 4,370 feet down the runway and at approximately 89 knots, the aircraft began to veer left immediately after reverse thrust was reduced to detent 2. The pilot flying applied right control-wheel input three seconds later at 19:53:13. Right rudder pedal was applied at 19:53:17 to correct the heading, but the aircraft did not immediately respond. Right control-wheel deflection reached 90° at 19:53:19, and right rudder pedal was applied up to 83% availability for about three seconds. Although the heading began to return toward the runway heading at 1953:20, the aircraft continued moving left. Flight data recorder data indicated slight sideways motion, with no evidence of locked tires. At that time, the aircraft was abeam Echo taxiway and 60 feet left of the centerline. The pilot flying increased reverse thrust to the MAX detent and released the right rudder. The aircraft exited the runway surface at 19:53:23, 61 feet past Echo taxiway, on a heading of 230°M at a ground speed of 59 knots. The autobrake system operated throughout the landing roll, with no manual braking attempted during the deviation. The aircraft stopped in the grass and mud at 1953:32, approximately 90 feet from the runway edge and 6,600 feet from the threshold. No abnormalities, warning lights, or aural warnings were noticed during the approach, landing, or deceleration. ## Post-Incident Actions and Injuries The crew notified the tower controller, and emergency rescue vehicles were dispatched. The evacuation checklist was initiated, but passengers were advised to remain seated due to the absence of fire, smoke, or immediate evacuation need. Engines were shut down, and the auxiliary power unit was started for lighting and heating. The cockpit voice recorder circuit breaker was pulled to preserve recorded information. An air stair was provided for disembarkation via the right aft exit, and occupants were transported to the terminal by bus. None of the 106 passengers, 6 crew members, or 1 off-duty crew member were injured. ## Damage and Aircraft Condition Damage to the aircraft was minor, with no structural or interior damage. The nosewheel steering system was checked and functioned according to specifications. Brakes showed no discrepancies, and the antiskid and autobrakes control unit showed no fault. Tire pressures measured the following day were within normal specifications, and tires showed no signs of reverted-rubber hydroplaning. All tires and brakes were replaced as a precaution. A borescope inspection of the engines revealed light foreign-object damage within maintenance tolerances, and nicks on the fan blades were polished before a special ferry permit departure. The left main landing-gear lower torque-link bracket was bent and replaced in the US. Airport environment damage was limited to one runway light, and 12-inch-deep ruts were left in the grass by the aircraft and retrieval equipment. ## Personnel and Aircraft Information The flight crew was certified and qualified, with no fatigue contributing to the occurrence. The captain had approximately 15,000 total flying hours, including 200 hours as captain on the B737. The first officer had over 10,000 total flying hours, including 6,800 hours as first officer on the B737. The aircraft was certified, equipped, and maintained per regulations, with weight and center of gravity within limits. No deferred items were on the minimum equipment list. The last required scheduled maintenance for the nosewheel steering system was completed on 21 July 2010, with no reported repairs or anomalies in the preceding three months. The aircraft, manufactured in 1999, had 34,841 total airframe hours and was powered by two CFM56-7B24 engines.