Narrative:

Landed at lax on runway 06L. Touched down at normal point (1000-1200 ft down runway). Reversers and initial braking were normal. Runway at touchdown was dry. Approaching the exit at departure end, it appeared that last 1000 ft appeared to be slightly wet. Applied braking with approximately 1000 ft runway remaining (estimated GS 15-20 KTS). Absolutely no braking occurred. Attempted to use nosewheel steering to turn aircraft off runway at last taxiway. Aircraft started skidding. Straightened nose and attempted braking again (anti-skid was heard cycling over and over again). Attempted turn again, skidding recurred. Straightened nose for controllability and departed runway at approximately 10 KTS ground speed. Controled aircraft to stay on hard surface and avoided major obstruction (large metal runway identifier). Contacted lax tower and notified them of possible light damage at edge of runway. Had aircraft inspected by mechanics. No major damage, only a few minor marks on tires. Lax satisfied. Felt that small amount of rain raised fluids to surface and put aircraft in viscous hydroplaning situation. Callback conversation with reporter revealed the following information: the reporter stated the airplane was a B737-300. He has been on icy runways before but never as slippery as this. He said they were not going very fast and even if they were only going 10 mph he believes they would still have gone by the runway threshold. He said it all happened so fast. There was no time to apply reverse. It was all over in 5 or 6 seconds. He said he would guess he commenced braking about the 1000 ft point. The captain did not attempt to cause the airplane to slide sideways because he felt there would be less stress on the airplane to continue on into the overrun than to impose unnecessary side loads on the aircraft. It had rained earlier on that end of the runway but not on the rest of the runway. He suggested some preparation be used to increase the coefficient of friction or even groove that part of the runway. There has been no problem with the FAA. The company is still looking at it. Supplemental information from acn 324295: landing touchdown was on speed at the runway touchdown markers. The nose was lowered and 66 percent N1 thrust reverse thrust was applied. At 80 KTS IAS brakes were applied with normal deceleration and control response. At 60 KTS IAS thrust reverse was stowed. The aircraft was now about 4000 ft from the end of the runway. On rollout, the tower requested that we exit at the end of the runway. With light brakes applied the aircraft decelerated towards the 1000 ft touchdown markers for runway 24R (opposite direction runway). As the end approached, I noted the ground speed to be 20 KTS. About 500 ft from the end I began to apply normal taxi speed brakes. The response was light pulsing of the anti-skid system. Then I applied maximum brakes with the same results. About 5 seconds after the light brakes were applied the first officer enunciated 'speed.' I responded, 'no brakes.' the aircraft was not decelerating satisfactorily but was at a speed which the 90 degree turn could normally be negotiated without difficulty. I attempted to turn the aircraft with nosewheel steering. The tiller wheel went full travel to the right with no effect on the path of the aircraft. I re-centered the wheel and tried a gradual turn with very little effect. It was apparent that the aircraft was going to overrun the red runway end lights. The lights were not illuminated. The aircraft passed over the lights with hardly a bump. The hard surface just beyond the runway was different from the runway surface and the brakes had immediate effect. I steered the aircraft clear of a large taxiway sign to the right and re-entered the parallel taxiway. The control response was normal so I elected to continue to the gate. The taxi to the gate was normal. After shutdown, I called the tower and briefed them on the nil braking conditions and that there was possible runway light damage. Contract maintenance was called to inspect the aircraft and an entry in the logbook was made returning the aircraft to service. The next leg of the flight was operated normally.

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Original NASA ASRS Text

Title: ON THE ROLL OUT AT THE END OF RWY 06L THE RPTR LOST TRACTION AND THE ACFT SLID PAST THE END OF THE THRESHOLD INTO THE OVERRUN.

Narrative: LANDED AT LAX ON RWY 06L. TOUCHED DOWN AT NORMAL POINT (1000-1200 FT DOWN RWY). REVERSERS AND INITIAL BRAKING WERE NORMAL. RWY AT TOUCHDOWN WAS DRY. APCHING THE EXIT AT DEP END, IT APPEARED THAT LAST 1000 FT APPEARED TO BE SLIGHTLY WET. APPLIED BRAKING WITH APPROX 1000 FT RWY REMAINING (ESTIMATED GS 15-20 KTS). ABSOLUTELY NO BRAKING OCCURRED. ATTEMPTED TO USE NOSEWHEEL STEERING TO TURN ACFT OFF RWY AT LAST TXWY. ACFT STARTED SKIDDING. STRAIGHTENED NOSE AND ATTEMPTED BRAKING AGAIN (ANTI-SKID WAS HEARD CYCLING OVER AND OVER AGAIN). ATTEMPTED TURN AGAIN, SKIDDING RECURRED. STRAIGHTENED NOSE FOR CONTROLLABILITY AND DEPARTED RWY AT APPROX 10 KTS GND SPD. CTLED ACFT TO STAY ON HARD SURFACE AND AVOIDED MAJOR OBSTRUCTION (LARGE METAL RWY IDENTIFIER). CONTACTED LAX TWR AND NOTIFIED THEM OF POSSIBLE LIGHT DAMAGE AT EDGE OF RWY. HAD ACFT INSPECTED BY MECHS. NO MAJOR DAMAGE, ONLY A FEW MINOR MARKS ON TIRES. LAX SATISFIED. FELT THAT SMALL AMOUNT OF RAIN RAISED FLUIDS TO SURFACE AND PUT ACFT IN VISCOUS HYDROPLANING SIT. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR STATED THE AIRPLANE WAS A B737-300. HE HAS BEEN ON ICY RWYS BEFORE BUT NEVER AS SLIPPERY AS THIS. HE SAID THEY WERE NOT GOING VERY FAST AND EVEN IF THEY WERE ONLY GOING 10 MPH HE BELIEVES THEY WOULD STILL HAVE GONE BY THE RWY THRESHOLD. HE SAID IT ALL HAPPENED SO FAST. THERE WAS NO TIME TO APPLY REVERSE. IT WAS ALL OVER IN 5 OR 6 SECONDS. HE SAID HE WOULD GUESS HE COMMENCED BRAKING ABOUT THE 1000 FT POINT. THE CAPT DID NOT ATTEMPT TO CAUSE THE AIRPLANE TO SLIDE SIDEWAYS BECAUSE HE FELT THERE WOULD BE LESS STRESS ON THE AIRPLANE TO CONTINUE ON INTO THE OVERRUN THAN TO IMPOSE UNNECESSARY SIDE LOADS ON THE ACFT. IT HAD RAINED EARLIER ON THAT END OF THE RWY BUT NOT ON THE REST OF THE RWY. HE SUGGESTED SOME PREPARATION BE USED TO INCREASE THE COEFFICIENT OF FRICTION OR EVEN GROOVE THAT PART OF THE RWY. THERE HAS BEEN NO PROB WITH THE FAA. THE COMPANY IS STILL LOOKING AT IT. SUPPLEMENTAL INFO FROM ACN 324295: LNDG TOUCHDOWN WAS ON SPD AT THE RWY TOUCHDOWN MARKERS. THE NOSE WAS LOWERED AND 66 PERCENT N1 THRUST REVERSE THRUST WAS APPLIED. AT 80 KTS IAS BRAKES WERE APPLIED WITH NORMAL DECELERATION AND CTL RESPONSE. AT 60 KTS IAS THRUST REVERSE WAS STOWED. THE ACFT WAS NOW ABOUT 4000 FT FROM THE END OF THE RWY. ON ROLLOUT, THE TWR REQUESTED THAT WE EXIT AT THE END OF THE RWY. WITH LIGHT BRAKES APPLIED THE ACFT DECELERATED TOWARDS THE 1000 FT TOUCHDOWN MARKERS FOR RWY 24R (OPPOSITE DIRECTION RWY). AS THE END APCHED, I NOTED THE GND SPD TO BE 20 KTS. ABOUT 500 FT FROM THE END I BEGAN TO APPLY NORMAL TAXI SPD BRAKES. THE RESPONSE WAS LIGHT PULSING OF THE ANTI-SKID SYS. THEN I APPLIED MAX BRAKES WITH THE SAME RESULTS. ABOUT 5 SECONDS AFTER THE LIGHT BRAKES WERE APPLIED THE FO ENUNCIATED 'SPD.' I RESPONDED, 'NO BRAKES.' THE ACFT WAS NOT DECELERATING SATISFACTORILY BUT WAS AT A SPD WHICH THE 90 DEG TURN COULD NORMALLY BE NEGOTIATED WITHOUT DIFFICULTY. I ATTEMPTED TO TURN THE ACFT WITH NOSEWHEEL STEERING. THE TILLER WHEEL WENT FULL TRAVEL TO THE R WITH NO EFFECT ON THE PATH OF THE ACFT. I RE-CENTERED THE WHEEL AND TRIED A GRADUAL TURN WITH VERY LITTLE EFFECT. IT WAS APPARENT THAT THE ACFT WAS GOING TO OVERRUN THE RED RWY END LIGHTS. THE LIGHTS WERE NOT ILLUMINATED. THE ACFT PASSED OVER THE LIGHTS WITH HARDLY A BUMP. THE HARD SURFACE JUST BEYOND THE RWY WAS DIFFERENT FROM THE RWY SURFACE AND THE BRAKES HAD IMMEDIATE EFFECT. I STEERED THE ACFT CLR OF A LARGE TXWY SIGN TO THE R AND RE-ENTERED THE PARALLEL TXWY. THE CTL RESPONSE WAS NORMAL SO I ELECTED TO CONTINUE TO THE GATE. THE TAXI TO THE GATE WAS NORMAL. AFTER SHUTDOWN, I CALLED THE TWR AND BRIEFED THEM ON THE NIL BRAKING CONDITIONS AND THAT THERE WAS POSSIBLE RWY LIGHT DAMAGE. CONTRACT MAINT WAS CALLED TO INSPECT THE ACFT AND AN ENTRY IN THE LOGBOOK WAS MADE RETURNING THE ACFT TO SVC. THE NEXT LEG OF THE FLT WAS OPERATED NORMALLY.

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.