CRJ-200 flight crew reported loss of directional control for unknown reasons after landing that resulted in a runway excursion.
Synopsis
CRJ-200 flight crew reported loss of directional control for unknown reasons after landing that resulted in a runway excursion.
Narrative
Beginning at the initial approach; we were cleared for the visual runway XX. Due to being slightly high we had to increase our descent rate which delayed our aircraft deceleration as we came in for the approach. We overflew the final path from west to east perpendicular to the final path. Once under configuration we s turned back to the approach coarse rejoining the path and continuing down the course. At stability call out we were correcting speed but on course for the approach. However due to turbulence and gusty conditions; we were having difficulty remaining in a tolerable speed envelope. About half way down the approach we decided to call go-around. We executed the briefed go-around and returned to a stable altitude and airspeed and downwind of the airport. We decided to adjust the final speed to account for the gust. We verified the weather again to make sure that it was within tolerance. Winds were 260 15 gusting 22. We adjusted for the gusts and decided to keep the longer runway. We extended our downwind to accommodate adjusting and getting configured early so that we could focus on the landing. We were on course and heading down the glide slope. We had the runway in sight and were still encountering deviations of gains and losses of +/-15 above our min speed. As we approached the last 200 feet the winds settled down and we touched down centerline and on both mains and began a normal rollout. I touched down before the briefed go-around point and within the landing zone. As I began to spool the thrust reversers and to my best memory just after crossing the perpendicular runway; the aircraft began to veer sharply to the right in a quick aggressive manner. I began to apply firmer braking in tandem with my already max thrust reverser position. As we neared the edge of the right side of the runway I was at full left rudder with brakes as hard as I could manage while not losing control of the aircraft. The FO had joined in and had the yoke full left deflection (cross correction max with wing level) and I grabbed the tiller and executed a sharp left turn which swung the nose gear in the correct direction of the runway however the right main gear departed the runway momentarily. As we rejoined the runway we had slowed to a considerably slower speed and brought the aircraft to a crawl and slowly taxied to the end of the runway and exited onto taxiway 1. As we joined taxiway 1; I brought the aircraft to a stop. I had a brief discussion with the FO and called back to the FA to check on passenger condition and if they had noticed that we ran off the runway or not. FA stated that passenger mood was fine and that she didn't realize anything had happened. At that point I notified her that we would continue to taxi and deplane normally. I briefly scanned the controls and couldn't find any one indication that there was a problem with the aircraft so I elected to taxi in to the gate and park. I was a bit in shock that we had just experienced such a violent excursion from the runway; but as best as I could tell I couldn't figure out what was wrong with the plane. We taxied into the gate and parked and terminated the flight without incident. During deplaning; passenger mood seemed amicable considering we had just momentarily left the runway. It could be said that it may have gone unnoticed by most passengers if not all. We began post flight analysis of the flight from this point. Cause: Post flight analysis revealed that both main gear tires were fairly worn out due to the event above. Tread was torn at angles and under tread was showing. I went with the airport manager to access the track marks on the runway; and determined we had in fact departed the runway by about 2-3 feet off the edge and the marks went down the runway for approximately 30 ft before returning to the runway. About thirty minutes later we discovered that one of the runway lights were hit; and that there was a dent on the right flap dueto the light strike. Contributing to this event; both pilots were caught off guard by startle surprise due to the location of the event (middle of rollout) it was quick and aggressive. At one point I thought maybe we had lost an engine due to the abnormally large veer to the right. I noticed during thrust reverser stowage; that there was a yellow REV light on left engine but I am almost positive it was in transit to stow. Both thrust reversers deployed normally and were actuated. Ground crew verified they heard the thrust reversers and said they witnessed a cloud of smoke when the brakes were applied. Skid marks were visible from approximately 1500 starting just after the crossing runway and stopping before taxiway 2.Suggestions: During debriefing we realized we didn't run the descent check on the second go-around due to task fixation. However; the After Takeoff check was completed and the TR were left armed because we knew we needed them shortly.
Second reporter narrative
The initial approach into the airport was just slightly high and the conditions were turbulent. We overflew the approach path from West to East and came back to assist in losing altitude and giving us more time. As we rolled out on the approach course for runway XX and began our final descent; we determined that we were unstable due to fluctuating airspeed and therefore performed a go-around. At this point we brought the flaps up per the checklist and ran the after takeoff check. I as the FO kept the thrust reversers armed; knowing that we would be making another attempt shortly. In the downwind we decided to extend out further in order to come in more stable. We also verified that winds were 260 at 15 gusting 22; a routine landing crosswind. We configured early during the right downwind and base so that the landing would have a higher chance of success. On approach; again to runway XX; we experienced gains and losses of approximately 15 knots making sure to stay above our minimum approach speeds. Once we cleared the treeline; about 200 AGL; the winds settled down and we touched down before the briefed go-around point (being taxiway 3). We began firm braking and pulled the thrust reversers up. As we did this; we began to veer sharply to the right and the captain asked if he had lost an engine as he attempted to control the aircraft's trajectory. At this point I looked quickly and noted that both engines were running. When I looked back up and saw that the aircraft was still veering off to the right; I jumped on the controls with full left aileron as well as left rudder and brake to help my captain achieve centerline. During this time; the captain reached down to regain control with the tiller which seemed to drag us back towards centerline. However; we suspected that our right main had gone off the runway. Once back on the centerline and under control; we continued to taxi off of the runway at a slow speed. Once clear; we discussed and the captain called back to the flight attendant to assess the condition of the passengers as well as the flight attendant of course. They reported no abnormalities and did not even notice a veering towards the runway edge. Upon hearing this and seeing no abnormal messages; we decided to taxi back to the gate to egress passengers and assess the damage. We found that the right main tires were pretty chewed up from the exit and re-entry to the runway and the left main tires had some damage as well from heavy application of brakes. About 30 minutes later we found damage to the right inboard flap after discovering that a single taxiway edge light was also struck. We hadn't known that we had left the runway at all until a visual inspection of the ground showed we had left the runway by about 2 feet for a 30 foot or so span.Cause: During post flight we found that the right main tires were pretty chewed up from the exit and re-entry to the runway and the left main tires had some damage as well from heavy application of brakes. About 30 minutes later we found damage to the right inboard flap after discovering that a single taxiway edge light was also struck. We hadn't known that we had left the runway at all until a visual inspection of the ground showed we had left the runway by about 2 feet for a 30 foot or so span.Contributing factors to this event are the startle/surprise response demonstrated by both pilots due to the location of where the event occurred (during the middle of the rollout). Both thrust reversers deployed normally it seemed; verified by the ground crew on the ramp. Just after this they noticed the cloud of smoke due to us applying heavy braking. Suggestions: During debrief; we realized that we had not ran the descent check for the second time after our go-around. I did however; keep the thrust reversers armed during the after takeoff check as we would be landing shortly.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.