Narrative:

I was the captain of an air carrier B737-200 flight on may/sun/97. My copilot was flying the aircraft and we were planning an approach to runway 24L at ord. As we checked in with tower control and given clearance to land, clearance or instructions were also given to hold short of runway 14R. Because we were using 25 degrees flaps for landing due to increased weight of the aircraft, a noise abatement profile was being flown allowing for reduced thrust. WX conditions as reported by the tower were dry runway, even though it had rained off and on during the day and wind at 235 degrees, 12 KTS gusting to 22 KTS. Conditions were very favorable for this approach. Touchdown occurred in air carrier operational touchdown zone and at the speed set for the landing weight. Because initial braking did not seem effective, I assisted on the brakes and stayed hard on them with repeated antiskid cycling, but the aircraft could not be slowed to hold short of runway 14R, thus a runway incursion. I believe that 2 far requirements -- 1) the noise abatement profile, and 2) the hold short operation -- contributed mostly to this problem. In the future, I will not accept a hold short and a noise abatement profile together. Supplemental information from acn 369028: an LLWAS was appended to the ATIS report. The briefed exit point was planned for taxiway T. At or inside the OM, tower advised cleared to land, hold short runway 14R, winds 230 degrees at 15 KTS. The captain (PNF) advised receipt of clearance and the hold short runway 14R. Tower had advised a departing aircraft on runway 14R to abort its takeoff when we approached the intersection. I think factors which contributed to this incident include: 1) an unplanned and unbriefed hold short clearance received with little time for analysis or discussion by the crew. We should have not accepted the hold short portion of the clearance. 2) WX. Both the higher target speeds and convective conditions made the conditions more dynamic than the crew may have realized. 3) flap 25 degree landing. Higher target speeds and a longer rollout may have contributed. 4) antiskid releases. Some factor was causing the brakes to release throughout rollout from touchdown. Postflt indicated no tire damage.

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Original NASA ASRS Text

Title: B737-200 FLC FAILS TO HOLD SHORT OF RWY 14R AT ORD. HAD BEEN ISSUED CLRNC TO LAND AND HOLD SHORT INSIDE LOM ON APCH TO RWY 27L. FLC USED 25 DEG FLAPS FOR NOISE ABATEMENT. ACFT EXPERIENCED ANTISKID RELEASES ALL THE WAY TO RWY 14R. PLT DEV.

Narrative: I WAS THE CAPT OF AN ACR B737-200 FLT ON MAY/SUN/97. MY COPLT WAS FLYING THE ACFT AND WE WERE PLANNING AN APCH TO RWY 24L AT ORD. AS WE CHKED IN WITH TWR CTL AND GIVEN CLRNC TO LAND, CLRNC OR INSTRUCTIONS WERE ALSO GIVEN TO HOLD SHORT OF RWY 14R. BECAUSE WE WERE USING 25 DEGS FLAPS FOR LNDG DUE TO INCREASED WT OF THE ACFT, A NOISE ABATEMENT PROFILE WAS BEING FLOWN ALLOWING FOR REDUCED THRUST. WX CONDITIONS AS RPTED BY THE TWR WERE DRY RWY, EVEN THOUGH IT HAD RAINED OFF AND ON DURING THE DAY AND WIND AT 235 DEGS, 12 KTS GUSTING TO 22 KTS. CONDITIONS WERE VERY FAVORABLE FOR THIS APCH. TOUCHDOWN OCCURRED IN ACR OPERATIONAL TOUCHDOWN ZONE AND AT THE SPD SET FOR THE LNDG WT. BECAUSE INITIAL BRAKING DID NOT SEEM EFFECTIVE, I ASSISTED ON THE BRAKES AND STAYED HARD ON THEM WITH REPEATED ANTISKID CYCLING, BUT THE ACFT COULD NOT BE SLOWED TO HOLD SHORT OF RWY 14R, THUS A RWY INCURSION. I BELIEVE THAT 2 FAR REQUIREMENTS -- 1) THE NOISE ABATEMENT PROFILE, AND 2) THE HOLD SHORT OPERATION -- CONTRIBUTED MOSTLY TO THIS PROB. IN THE FUTURE, I WILL NOT ACCEPT A HOLD SHORT AND A NOISE ABATEMENT PROFILE TOGETHER. SUPPLEMENTAL INFO FROM ACN 369028: AN LLWAS WAS APPENDED TO THE ATIS RPT. THE BRIEFED EXIT POINT WAS PLANNED FOR TXWY T. AT OR INSIDE THE OM, TWR ADVISED CLRED TO LAND, HOLD SHORT RWY 14R, WINDS 230 DEGS AT 15 KTS. THE CAPT (PNF) ADVISED RECEIPT OF CLRNC AND THE HOLD SHORT RWY 14R. TWR HAD ADVISED A DEPARTING ACFT ON RWY 14R TO ABORT ITS TKOF WHEN WE APCHED THE INTXN. I THINK FACTORS WHICH CONTRIBUTED TO THIS INCIDENT INCLUDE: 1) AN UNPLANNED AND UNBRIEFED HOLD SHORT CLRNC RECEIVED WITH LITTLE TIME FOR ANALYSIS OR DISCUSSION BY THE CREW. WE SHOULD HAVE NOT ACCEPTED THE HOLD SHORT PORTION OF THE CLRNC. 2) WX. BOTH THE HIGHER TARGET SPDS AND CONVECTIVE CONDITIONS MADE THE CONDITIONS MORE DYNAMIC THAN THE CREW MAY HAVE REALIZED. 3) FLAP 25 DEG LNDG. HIGHER TARGET SPDS AND A LONGER ROLLOUT MAY HAVE CONTRIBUTED. 4) ANTISKID RELEASES. SOME FACTOR WAS CAUSING THE BRAKES TO RELEASE THROUGHOUT ROLLOUT FROM TOUCHDOWN. POSTFLT INDICATED NO TIRE DAMAGE.

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.