Commercial Fixed Wing
Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Flight Crew Total 11500
Confusion; Situational Awareness
Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Air Traffic Control Provided Assistance; Aircraft Equipment Problem Dissipated; Flight Crew Became Reoriented; Flight Crew Overcame Equipment Problem; Flight Crew Regained Aircraft Control; Flight Crew Requested ATC Assistance / Clarification; General Physical Injury / Incapacitation; General Evacuated
Aircraft; Human Factors; Weather
I was the pilot flying on flight [to] ZZZ. I disconnected the autopilot and auto throttles at approximately 2;000 feet AGL. The Captain and I had previously discussed the possibility for gusty conditions and had talked about landing techniques to employ. I made minor deviations to both glide path and speed during the approach but immediately stated 'correcting' and did indeed correct the deviations. The touchdown was on speed; on centerline; and in the touchdown zone. After the main wheels touched down the Captain manually deployed the speed brakes per the MEL on the aircraft. At some point shortly after the mains touched down and the speed brakes were deployed the nose began to rise. I attempted to keep this from happening by neutralizing the yoke and not applying any back pressure. The nose of the aircraft pitched up slightly more and then fell. At some point it felt as though it bounced. The Captain called 'my aircraft' and attempted to regain control. The reversers were deployed and manual braking was accomplished. The aircraft however; was pulling strongly to the left side of the runway. The Captain did a great job of keeping the aircraft on the runway. After we came to a stop the Captain instructed me to make the PA 'remain seated; remain seated' and establish communication with the Tower. Which I did. Upon completion of the PA we assessed the situation and considered our options. We agreed to not evacuate the aircraft. The Captain established communication with the flight attendants and obtained a status report of the passengers. We obtained a discrete communication frequency to communicate with CFR (Crash Fire Rescue). After starting the APU the Captain instructed me to shut down the engines and turn off hydraulics and fuel. At this point the emergency vehicles had shown up and they were helping us assess the situation and come up with a safe plan to deplane the passengers and crew. The Captain instructed me to remain in the cockpit and keep the communication line open with CFR while she went to the cabin to assist the flight attendants with the deplaning of the passengers. After the passengers and flight attendants had been safety deplaned the Captain and I left the aircraft. After exiting the aircraft we did a walk around with the assistance of the lead CFR Agent. Upon completion of the walk around we were escorted to a bus that held the flight attendants and members of our Operations team and were driven to the terminal.
I was conducting IOE of a new hire on flight XXX. The flight was routine and the student was strong with a good knowledge base; good background of experience and good flying skills. The approach briefing started about 2 hours before arrival. We discussed the possibility of gusty winds; discussed all the appropriate Jeppesen plates; retrieved runway data; discussed the use of auto brakes and thoroughly discussed the mechanics of the landing. He flew a solid approach on profile. There were minor deviations of airspeed; which were corrected immediately. The wind became gusty; but the winds were straight down the runway and the student was flying very well and immediately correcting minor deviations. We increased the VREF speed in accordance with the flight manual from the originally calculated value of REF +7; in accordance with procedures. At 500 feet; he was on profile; on speed and stated 'Stable'. All checklists were completed on profile and in a timely manner. I talked him through the landing. The touchdown was very good and very smooth on the centerline in the touchdown zone. The auto speed brake system was deferred and thoroughly briefed; in accordance with MEL XXXX. Upon touchdown of the main wheels; I manually deployed the speed brakes. Then the nose pitched up. To avoid a tail strike; I physically blocked the yoke from moving back and instructed him to pitch forward. The nose bounced on the runway and the aircraft bounced as a result. With full speed brakes deployed and the position of the aircraft on the runway; a go around was not attempted. I said 'my aircraft'; ensured we were solidly on the ground and deployed full reverse with max manual braking. The aircraft was veering left and I brought it to a stop off the left side of centerline with the nose at about 45 degrees off centerline. The wheels did not leave the paved surface. We came to a full stop. I commanded the FO (First Officer) to say 'remain seated' and I heard him say remain seated over the PA. As a backup; I stated it again over the PA. We looked at the position of the aircraft relative to the runway and did not attempt to move the aircraft. We advised Tower that we needed assistance and they dispatched the rescue vehicles and gave us a discreet frequency. The lead Fire Chief stood in front of the aircraft and contacted me on his radio. We were in visual and audio contact. We assessed the aircraft; shut down both engines after starting the APU and shut down the hydraulics and fuel pumps. We elected to leave the aircraft in that state; not attempting to move any control surfaces. I contacted the FAs. They informed me that everyone was ok with a very minor head laceration of a passenger in the aft cabin. One of the FAs gave him immediate attention. After several minutes discussing the state of the aircraft with the Fire Chief; we decided a controlled egress from 3R was best using an airstair. I made several PAs to assure passengers again to remain seated and that we were talking with the rescue vehicles. The FAs and I were in constant contact and they maintained a calm control of the aircraft. I called [company] flight operations station operations control to advise them that we needed assistance. Once the FO and I determined the egress plan with the Fire Chief; I asked the FO to stay in the cockpit and continue to communicate with the Fire Chief on the radio and I opened the cockpit door to assess the cabin. The FAs had done an incredibly professional job of maintaining a calm cabin. I made a PA announcement standing in first class. I assured them that the aircraft was safe; there were no leaks; we had an air stair that was approaching originally to 1L and then finally to 3R because there was more room to maneuver on the pavement for the buses. I followed up with all the FAs and the passenger with a cut on his forehead. Additionally; we had a quadriplegic passenger. A plan with rescue was made to deplane him last. I made several more announcements detailing how we were going to egress the plane and walked to 3R to open the door. Rescue brought an airstair to the plane and boarded to direct the passengers. I stood on the airstair; at the first step; and assisted each passenger as they exited the plane; asking each one to hold the left handrail with their left hand. Rescue worked with the quadriplegic gentleman to get him safely off the plane. I walked back to the cockpit to discuss our exit plan with the FO. He did an incredibly professional job and performed his duties well. After a sweep of the plane; we were the final crew members off the plane; followed by two firemen. The FO and I walked around the perimeter of the plane and then boarded the bus to the terminal where we were met by a member of Flight Operations. The entire crew performed with incredible professionalism and all of us worked to ensure the safety of all involved.
Air carrier flight crew reported nose pitching up; subsequently losing and quickly regaining aircraft control as speed brakes were applied during landing rollout.