Narrative:

Just after landing, very cold and windy, had no brakes, no thrust reversers. Had partial nose-wheel steering. Followed all emergency procedures and still had no brakes. Since we could not stop the aircraft we had to enter an active runway where an aircraft was landing. We informed tower prior to entering runway. Other aircraft was able to clear and was no factor. Taxied down several more taxiways, shut down both engines and we stopped. Cause was flight/ground switches in landing gear frozen in flight mode. No injuries. No damage to equipment or airfield. Supplemental information from acn 193583. After emergency procedures failed to stop the aircraft I told the controller we would be turning back onto 22L at the departure end (we had no choice to avoid departing hard surface). An aircraft on short final was told to go around, but landed and was able to clear the runway before a conflict existed. We eventually stopped by turning onto 27L and shutting down our second engine and coasting to a standstill. Supplemental information from acn 193407. About 1 mi outside the MM, I watched the air carrier X exit the first high speed exit and turn swbound on the 4R- 22L parallel taxiway. The tower instructed air carrier X flight to turn right on lakeshore dr. Air carrier X flight responded 'I've lost my brakes, I can't stop!' the tower responded 'O.K. Just pull into the 4R runup pad.' air carrier X flight responded in an intense voice,' I can't stop, I've lost my brakes,' and he continued swbound on the taxiway swerving from side to side in what I guess was an attempt to dissipate speed. At this point we were over the threshold and the copilot, who was pilot at the controls had commenced the flare maneuver. Once again air carrier X flight radioed 'I've lost my brakes, I can't stop the airplane!' the tower responded air carrier X hold short of 22L for landing traffic.' in a frantic voice air carrier X flight responded 'I can't stop, we're going into 22L.' air carrier X made a 90 lh turn at the southwest end of the 4R-22L parallel taxiway and then another 90 lh turn onto 4R. At this point air carrier X was coming directly at us. The tower then instructed an aircraft (flight number unknown) go around, go around! I am positive that the go around instructions did not include my flight number. At this point it was moot because we were committed to land. I first sensed that air carrier X flight might affect us when he responded that he could not stop his aircraft from taxiing onto 22L. I instructed the copilot to 'plant it and get off the runway as soon as possible.' I manually deployed the speed brakes before automatic extension, the copilot and I both applied heavy braking, and the copilot applied maximum reverse thrust. At approximately 80 KTS I took control of the aircraft and exited at the first high speed exit. At the point we exited the runway I would estimate that we were approximately 2000 ft from air carrier X. We watched air carrier X flight continue down runway 4R and exit the 4R high speed exit at a speed I would estimate to be 30-40 KTS. I heard air carrier X transmit many times 'I can't stop the airplane!' he continued nebound on the 4R-22L taxiway and then turned left onto 27L and came to a stop about 2000 ft down the runway. Air carrier X had his flaps down, his speed brakes up, his aft fuselage air brakes stowed, and both reverser buckets stowed, indicating to me that he had serious hydraulic problems. Although my aircraft was endangered by this incident at no point did I feel that a collision was imminent. In retrospect, if we had not made the first high speed exit I would have had to exit the runway onto the grass to avoid a collision with air carrier X. The whole time frame of this incident seemed to be 10-15 seconds. Callback conversation with reporter revealed the following information. During the investigation of this incident it was revealed to me (captain) that a new type switch had been installed for trial on this aircraft. The in-flight light was illuminated on the ground at previous station and ground crew sprayed the switches with glycol which allegedly caused the light to go out. It may be the switch remained in flight status even though the light went out -- this would have the same result as though the switch froze in in-flight status and did not revert back to ground status on landing. The test switches have been replaced.

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Original NASA ASRS Text

Title: AFTER LNDG, ACR ACFT LOST BRAKES. UNABLE TO REVERSE -- TURNED OFF AT HIGH SPD TAXIWAY -- DOWN TAXIWAY -- MISSED TURN OFF TO LAKESHORE DR TAXIWAY. CONTINUED TO END OF TAXIWAY AND 180 TURN BACK ONTO RWY. COASTED TO STOP. ACFT LNDG TURNED OFF HIGH SPD. MISSED DISABLED ACFT BY 2000 FT.

Narrative: JUST AFTER LNDG, VERY COLD AND WINDY, HAD NO BRAKES, NO THRUST REVERSERS. HAD PARTIAL NOSE-WHEEL STEERING. FOLLOWED ALL EMER PROCS AND STILL HAD NO BRAKES. SINCE WE COULD NOT STOP THE ACFT WE HAD TO ENTER AN ACTIVE RWY WHERE AN ACFT WAS LNDG. WE INFORMED TWR PRIOR TO ENTERING RWY. OTHER ACFT WAS ABLE TO CLR AND WAS NO FACTOR. TAXIED DOWN SEVERAL MORE TAXIWAYS, SHUT DOWN BOTH ENGS AND WE STOPPED. CAUSE WAS FLT/GND SWITCHES IN LNDG GEAR FROZEN IN FLT MODE. NO INJURIES. NO DAMAGE TO EQUIP OR AIRFIELD. SUPPLEMENTAL INFO FROM ACN 193583. AFTER EMER PROCS FAILED TO STOP THE ACFT I TOLD THE CTLR WE WOULD BE TURNING BACK ONTO 22L AT THE DEP END (WE HAD NO CHOICE TO AVOID DEPARTING HARD SURFACE). AN ACFT ON SHORT FINAL WAS TOLD TO GAR, BUT LANDED AND WAS ABLE TO CLR THE RWY BEFORE A CONFLICT EXISTED. WE EVENTUALLY STOPPED BY TURNING ONTO 27L AND SHUTTING DOWN OUR SECOND ENG AND COASTING TO A STANDSTILL. SUPPLEMENTAL INFO FROM ACN 193407. ABOUT 1 MI OUTSIDE THE MM, I WATCHED THE ACR X EXIT THE FIRST HIGH SPD EXIT AND TURN SWBOUND ON THE 4R- 22L PARALLEL TAXIWAY. THE TWR INSTRUCTED ACR X FLT TO TURN R ON LAKESHORE DR. ACR X FLT RESPONDED 'I'VE LOST MY BRAKES, I CAN'T STOP!' THE TWR RESPONDED 'O.K. JUST PULL INTO THE 4R RUNUP PAD.' ACR X FLT RESPONDED IN AN INTENSE VOICE,' I CAN'T STOP, I'VE LOST MY BRAKES,' AND HE CONTINUED SWBOUND ON THE TAXIWAY SWERVING FROM SIDE TO SIDE IN WHAT I GUESS WAS AN ATTEMPT TO DISSIPATE SPD. AT THIS POINT WE WERE OVER THE THRESHOLD AND THE COPLT, WHO WAS PLT AT THE CTLS HAD COMMENCED THE FLARE MANEUVER. ONCE AGAIN ACR X FLT RADIOED 'I'VE LOST MY BRAKES, I CAN'T STOP THE AIRPLANE!' THE TWR RESPONDED ACR X HOLD SHORT OF 22L FOR LNDG TFC.' IN A FRANTIC VOICE ACR X FLT RESPONDED 'I CAN'T STOP, WE'RE GOING INTO 22L.' ACR X MADE A 90 LH TURN AT THE SW END OF THE 4R-22L PARALLEL TAXIWAY AND THEN ANOTHER 90 LH TURN ONTO 4R. AT THIS POINT ACR X WAS COMING DIRECTLY AT US. THE TWR THEN INSTRUCTED AN ACFT (FLT NUMBER UNKNOWN) GAR, GAR! I AM POSITIVE THAT THE GAR INSTRUCTIONS DID NOT INCLUDE MY FLT NUMBER. AT THIS POINT IT WAS MOOT BECAUSE WE WERE COMMITTED TO LAND. I FIRST SENSED THAT ACR X FLT MIGHT AFFECT US WHEN HE RESPONDED THAT HE COULD NOT STOP HIS ACFT FROM TAXIING ONTO 22L. I INSTRUCTED THE COPLT TO 'PLANT IT AND GET OFF THE RWY AS SOON AS POSSIBLE.' I MANUALLY DEPLOYED THE SPD BRAKES BEFORE AUTO EXTENSION, THE COPLT AND I BOTH APPLIED HVY BRAKING, AND THE COPLT APPLIED MAX REVERSE THRUST. AT APPROX 80 KTS I TOOK CTL OF THE ACFT AND EXITED AT THE FIRST HIGH SPD EXIT. AT THE POINT WE EXITED THE RWY I WOULD ESTIMATE THAT WE WERE APPROX 2000 FT FROM ACR X. WE WATCHED ACR X FLT CONTINUE DOWN RWY 4R AND EXIT THE 4R HIGH SPD EXIT AT A SPD I WOULD ESTIMATE TO BE 30-40 KTS. I HEARD ACR X XMIT MANY TIMES 'I CAN'T STOP THE AIRPLANE!' HE CONTINUED NEBOUND ON THE 4R-22L TAXIWAY AND THEN TURNED L ONTO 27L AND CAME TO A STOP ABOUT 2000 FT DOWN THE RWY. ACR X HAD HIS FLAPS DOWN, HIS SPD BRAKES UP, HIS AFT FUSELAGE AIR BRAKES STOWED, AND BOTH REVERSER BUCKETS STOWED, INDICATING TO ME THAT HE HAD SERIOUS HYD PROBLEMS. ALTHOUGH MY ACFT WAS ENDANGERED BY THIS INCIDENT AT NO POINT DID I FEEL THAT A COLLISION WAS IMMINENT. IN RETROSPECT, IF WE HAD NOT MADE THE FIRST HIGH SPD EXIT I WOULD HAVE HAD TO EXIT THE RWY ONTO THE GRASS TO AVOID A COLLISION WITH ACR X. THE WHOLE TIME FRAME OF THIS INCIDENT SEEMED TO BE 10-15 SECONDS. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO. DURING THE INVESTIGATION OF THIS INCIDENT IT WAS REVEALED TO ME (CAPT) THAT A NEW TYPE SWITCH HAD BEEN INSTALLED FOR TRIAL ON THIS ACFT. THE INFLT LIGHT WAS ILLUMINATED ON THE GND AT PREVIOUS STATION AND GND CREW SPRAYED THE SWITCHES WITH GLYCOL WHICH ALLEGEDLY CAUSED THE LIGHT TO GO OUT. IT MAY BE THE SWITCH REMAINED IN FLT STATUS EVEN THOUGH THE LIGHT WENT OUT -- THIS WOULD HAVE THE SAME RESULT AS THOUGH THE SWITCH FROZE IN INFLT STATUS AND DID NOT REVERT BACK TO GND STATUS ON LNDG. THE TEST SWITCHES HAVE BEEN REPLACED.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.