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After touchdown the aircraft continued down and off the runway across the asphalt overrun and through a sandy area before coming to rest in the shallow water of Thurston Basin approximately 800 feet from the far end of runway 4R. When the aircraft came to rest the crew proceeded aft to assist the passengers. The main forward (left) cabin door was opened and the passengers on this section of the aircraft left through this door The passengers in the aft section left through the overwing exits onto the wings; and others left through the two rear doors and got ante two life rafts that had been launched. Evacuation of the aft section of the aircraft was completed 1n approximately five minutes. After seats and debris had been removed from the first-class compartment aisle, some of the persons who had been in the aft section of the aircraft reentered the aircraft and left through the main forward cabin door.
Subsequent to the initial evacuation the captain returned to the cockpit "to put things in order." He did not recall exactly what items he changed, how- ever, he did remember placing the speed brake handle 1n the forward (retract) position. The flight engineer stated he also returned to the cockpit and pulled the four firewall shut off handles, moved the four fuel valve switches to "close," turned the battery swltch to "off," and silenced the fire bell by pulling its cir- cuit breaker.
The PAR controller stated that FAA 212's approach was routine until approxi- mately one mile from touchdown. At that point the aircraft appeared to level off or climb. Shortly thereafter the aircraft's radar target rapidly left the glide slope, and appeared outs1de the safety zone line above the glide slope. The PAR controller said he then transmitted an advisory to execute a missed approach if runway was not in sight. The target thereafter appeared to descend rapidly toward the touchdown point on the glide slepe, remaining above the glide slope until it disappeared into the ground clutter surrounding the touchdown point on the runway
The local controller stated that no visual contact was established with FAA 212 during the approach or landing as no portion of runway 43 was visible from the tower cab due to low visibllity 1n that directlon. The traffic on the runway was being observed on the Alrport Surface Detection Equipment radar (ASDE). Following observation of the DC-8 turn off at the far end of runway 43, a fast moving target was observed on the runway briefly but disappeared at the far end.
The captain of Flight 212 stated. "At approximately the outer marker I glanced up and could observe the runway and the glow of the 'strobe' lights associated with the approach light system. It was apparent that the fog stopped at about the shoreline and also that the RVR of 6,000 plus was accurate for all prac- tical purposes. I could see the entire runway. I elected to discontinue the ap- proach or instruments and to continue visually. I leveled the aicraft so as to go over the fog bank overlying the approach light system. Shortly thereafter I called for and received 50° flap. As we crossed the threshold I pushed the airplane down and squared away for the landing. The airplane went on smoothly and applied speed brakes immediately, reverse thrust, and brakes were applied after the spoilers were raise. Brakes were applied and were without effect. Power in reverse was increased to maximum available. Deceleration was not satisfactory, and the airplane continued down the runway. It became apparent that we would go off the end. . ."
The copilot stated. . . "Aa we passed through the 1,000-foot level I checked my instruments against the captain's; we were on course and glide slope and the airplane seemed to be set up properly for an instrument approach. I could see the
