B737 Flight crew reported temporary aircraft loss of control during landing rollout.
Synopsis
B737 Flight crew reported temporary aircraft loss of control during landing rollout.
Narrative
Descending in to ZZZ approach announced that the previously announced runway XX was closing for snow removal and therefore we could expect ILS runway XYL. We changed the FMC to reflect this change and briefed the new approach. ATC did at this time advise us that the runway condition for runway XYL was 3;3;3 and this was also broadcasted on the most recent ATIS. We ran our landing data which came back with good numbers and a crosswind component within the limitations for the aircraft and the reported runway conditions. The captain also messaged our dispatcher with the change and our dispatcher also ran landing data on his end and concurred that we were able to land on runway XYL.We got radar vectors to join the final for runway XYL and joined the ILS approach. The approach was mainly uneventful but the constant snowing and strong northerly wind did not allow us to see the runway until we were approximately 100 ft above the DA (Decision Altitude). As the runway environment came into view no asphalt was visible but I was able to see the runway center line and edge lights clearly as well as the full approach lights. Due to the crosswind from the right we came in at a slight angle and during the flare I applied the appropriate correction with ailerons to the right to maintain wings level and left rudder application to touch down with the aircraft longitudinal axis aligned with the center line. We touched down in the touchdown zone and on the center line with these inputs still necessary and auto brake 3 engaged and I applied max thrust reverser on both engines. At this point we started to decelerate; however it felt like a slower rate than normal; as we started to slow down towards 80 kts and the captain was getting ready to take over control of the aircraft I announced that I was keeping max reverse thrust and that I would not stow the reversers. The captain called out 80 kts and announced that he was taking control of the aircraft. At this point we were still on the center line and I still had right aileron input and left rudder input to maintain the center line. The captain now had control of the aircraft and we continued to slow down; at this point he started to bring back the thrust reversers towards idle reverse and the wind picked up blowing us off the center line and we started to drift towards the right runway edge. The captain said that he was not able to maintain center line and I saw him applying max reverse thrust again. I started helping out with attempting to also apply full left rudder as we continued to get closer to the runway edge. The aircraft continued to slow down and with the captains input from the tiller we were able to keep the airplane on the runway and came to a complete stop. Looking outside my side window I could see the runway edge light what looked like almost in line with the right engine. I told the tower that we were almost by the runway edge and would stop in our current position and that we would need airport ops to come out and ensure that we were clear of any lights. They closed down the runway since we were still sitting on it and aircraft on final was instructed to go-around. ZZZ OPS XX was on the frequency and was able to come out fairly quick and inspected the right side of the aircraft and determined that we were about 6-7 ft from the runway edge and still on the runway. At this point the airport fire and rescue had been notified since they suspected a runway excursion initially and they came out to inspect. We were in contact with the fire chief and he requested that we shut down the engines so that they could approach and inspect. Airport ops was at this time coordinating with the local airline station to provide a tow in to the gate. The inspection from fire and rescue concluded that we had remained on the runway and did not hit any signs or lights. Our local ground crew came out and connected the tow bar and started towing us to the gate under escort of ZZZ airport ops and the fire chief. We parked at the gate; completed our parking checklist and debriefed what happened. After the debriefing I went outside and inspected the engine cowling on engine 2 and I could not see any damaged or indications of contact with any objects.
Second reporter narrative
ZZZ1-ZZZ; we are prepared for runway XX inbound on ZZZZZ; ATC switches us to ILS XYL due to runway XX closing for snow removal. We were told by ATC it'd be approximately 35 minutes before runway XX opens up. My FO and I discussed we may need to hold to wait that's no problem we had plenty of fuel and an alternate. Also; if we needed more time to run landing data for XYL and talk to dispatch we would hold. ATC reports to us RCC 3.3.3 for XYL. My FO (pilot flying); and I discuss the runway change and run new landing data numbers. I also message Dispatch on runway change and ask him to run numbers with current runway and field conditions. All 3 of us agreed that based off RCC 3.3.3 and the current atis; we adequately and correctly received landing data possible to make a safe and assured landing. The winds were 360@18G27 at XA:53Z. We derived a crosswind of 15K; not exceeded the limitation of 25. We briefed; in addition; that if at any time my FO felt uncomfortable or concerned in the approach that he would execute a go around. We proceeded inbound ILS XYL and broke out of IMC around 1200'MSL (100' above mins). We saw the runway centerline lights XYL as well as runway edge lights. My FO landed safely in the touchdown zone and on center line. I could see pavement too approximately the width of the main landing gear in the touchdown zone. However; there was a significant amount of snow beyond the center of the runway and it seemed to get worse with snow as we continued in our rollout. We used auto brakes of 3 which assured us 6500'-7400'. At the 80 knot call I proceeded to come up on the controls; where my FO verbalized to me he will keep the thrust reversers at full. There was a positive exchange of flight controls at this time. At this point I was able to maintain center line; however it took full left rudder to maintain center line XYL. My aircraft started to weathervane into the wind slightly to the right (as the wind was moving right to left). I started to come to idle reverse thrust around 70knots. The AC continued at this point to drift right of center line; as we are still slowing down. I continued to press full left rudder as well and started to transition to the tiller (nose wheel steering). It was obvious that the AC started sliding to the right no matter what input I was giving it. The energy forward was decreasing (slowing) however I was still drifting to the right. I put the AC back into full thrust reverse as we were headed towards the taxiway 1 sign. This successfully slowed the AC. As the AC slowed under 10knots my tiller was effective and the aircraft was corrected left and maintained position on the runway. The aircraft stopped at 6800'. At all times the aircraft remained on its longitudinal axis it never exceeded past 20 degrees. We stopped prior to taxiway 1 and approximately 6-7' left of the runway edge lights. I set the parking brake and we notified tower. We reported to tower that the braking action was NIL and our current position. They instructed other AC to go around and shut down runway XYL. We did not require any emergency assistance; however we requested an Airport Operations truck to come out and confirm we were in fact on the runway and was not in any threat towards the taxiway 1 sign and a taxiway light. ZZZ Ops confirmed we were 6-7' in from runway edge lights and still on runway. We also were not in any threat towards or on the taxiway 1 sign or taxiway light. We requested a tow off and to the gate. As we waited for our Ops tow; the fire trucks were dispatched. We communicated at this time to the Fire Chief confirming there are no injuries. We confirmed that there appears nothing wrong with AC and we have remained on the runway. Also; I communicated to my FAs; passengers; and Dispatch. My FAs reported that all passengers were fine. We proceeded to gate under tow; set parking brake and completed parking checklist. Passengers deplaned; and we confirmed by examining right engine (#2) there were no concerns or damage. I debriefed with my Dispatcher; Maintenance Control; and also the chief pilot.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.