Narrative:

A normal approach and landing was made to runway 14 at lnk using appropriate callouts and sops. Light rain showers were noted in the area. The runway surface was wet in areas. Touchdown was made within the touchdown zone and normal speedbrake, reversing, and braking operation executed. As we approached taxiway P, the PF began to apply the brakes again to slow the aircraft further for a gentle turnoff. As the brakes were applied, the anti-skid system started to release and nominal braking was encountered. The PNF stated 'get on it.' the PF stated 'I am.' the PNF witnessed maximum braking by the PF. The PF attempted to steer the aircraft onto taxiway P at which time the nosewheel began to 'skid' and directional control was lost causing the aircraft to strike taxiway lights and the runway identifier sign. The PNF immediately notified the flight attendants to remain seated. The PF immediately notified the tower that the end of runway 14 was extremely slick. We taxied to the gate uneventfully and the passenger were deplaned. Upon inspection of the aircraft, it was noted that the left engine pod had struck an object and had sustained a 5-8 inch hole in the lower pod. It was also noted that the left main landing gear had what appeared to be 'mud' on the tires suggesting that the gear did leave the hard surface. The nosegear had no mud evidence but sustained several areas where chucks of rubber had been 'gouged' from the nosewheel skid. Maintenance and the company were notified. A logbook write-up entry was inadvertently omitted due to the emotions that proceeded the incident. However, the captain called maintenance the next day to learn that maintenance had already made an entry in the electronic logbook. The problem arose by light rain just starting at the airport. Normally that is when a runway surface is the most slick. The flight crew did not discuss this factor during the approach briefing. The problem was discovered when the PF tried to slow the aircraft further for the turn at taxiway P and the anti-skid system began releasing. At that point there was not much we could do. Contributing factors: braking on the painted surface at the end of runway 14. The displaced threshold at the end of runway 14 is not grooved and the surface is made of a different material which looks to be 'blacktop.' callback conversation with reporter revealed the following information: reporter was the first officer on a B737-200 landing at lnk, northeast. As the aircraft slowed for turn off of runway, the anti-skid system for the brakes seemed to release. Both flight crew were aware of the skidding and the PNF witnessed the PF was utilizing maximum brake pressure. The anti-skid system never seemed to work properly as the aircraft was being steered to remain on the runway and taxiway. There was a prior write-up in the maintenance logbook that the anti-skid had stopped working during a previous flight. This flight crew feels the anti-skid had failed again during this incident. The flight crew inspected the engine pod where it struck the ground as the aircraft went off of the taxiway. There was a 5-8 inch hole in the pod but they could not determine if there was any further damage to the engine on the interior of the pod. Reporter felt the PF could have slowed the aircraft down much earlier so a slow taxi off of the runway would have been possible.

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Original NASA ASRS Text

Title: A B737-200 SKIDS OFF OF RWY WHILE LNDG ON RAIN SLICK TARMAC AT LNK, NE.

Narrative: A NORMAL APCH AND LNDG WAS MADE TO RWY 14 AT LNK USING APPROPRIATE CALLOUTS AND SOPS. LIGHT RAIN SHOWERS WERE NOTED IN THE AREA. THE RWY SURFACE WAS WET IN AREAS. TOUCHDOWN WAS MADE WITHIN THE TOUCHDOWN ZONE AND NORMAL SPEEDBRAKE, REVERSING, AND BRAKING OP EXECUTED. AS WE APCHED TXWY P, THE PF BEGAN TO APPLY THE BRAKES AGAIN TO SLOW THE ACFT FURTHER FOR A GENTLE TURNOFF. AS THE BRAKES WERE APPLIED, THE ANTI-SKID SYS STARTED TO RELEASE AND NOMINAL BRAKING WAS ENCOUNTERED. THE PNF STATED 'GET ON IT.' THE PF STATED 'I AM.' THE PNF WITNESSED MAX BRAKING BY THE PF. THE PF ATTEMPTED TO STEER THE ACFT ONTO TXWY P AT WHICH TIME THE NOSEWHEEL BEGAN TO 'SKID' AND DIRECTIONAL CTL WAS LOST CAUSING THE ACFT TO STRIKE TXWY LIGHTS AND THE RWY IDENTIFIER SIGN. THE PNF IMMEDIATELY NOTIFIED THE FLT ATTENDANTS TO REMAIN SEATED. THE PF IMMEDIATELY NOTIFIED THE TWR THAT THE END OF RWY 14 WAS EXTREMELY SLICK. WE TAXIED TO THE GATE UNEVENTFULLY AND THE PAX WERE DEPLANED. UPON INSPECTION OF THE ACFT, IT WAS NOTED THAT THE L ENG POD HAD STRUCK AN OBJECT AND HAD SUSTAINED A 5-8 INCH HOLE IN THE LOWER POD. IT WAS ALSO NOTED THAT THE L MAIN LNDG GEAR HAD WHAT APPEARED TO BE 'MUD' ON THE TIRES SUGGESTING THAT THE GEAR DID LEAVE THE HARD SURFACE. THE NOSEGEAR HAD NO MUD EVIDENCE BUT SUSTAINED SEVERAL AREAS WHERE CHUCKS OF RUBBER HAD BEEN 'GOUGED' FROM THE NOSEWHEEL SKID. MAINT AND THE COMPANY WERE NOTIFIED. A LOGBOOK WRITE-UP ENTRY WAS INADVERTENTLY OMITTED DUE TO THE EMOTIONS THAT PROCEEDED THE INCIDENT. HOWEVER, THE CAPT CALLED MAINT THE NEXT DAY TO LEARN THAT MAINT HAD ALREADY MADE AN ENTRY IN THE ELECTRONIC LOGBOOK. THE PROB AROSE BY LIGHT RAIN JUST STARTING AT THE ARPT. NORMALLY THAT IS WHEN A RWY SURFACE IS THE MOST SLICK. THE FLC DID NOT DISCUSS THIS FACTOR DURING THE APCH BRIEFING. THE PROB WAS DISCOVERED WHEN THE PF TRIED TO SLOW THE ACFT FURTHER FOR THE TURN AT TXWY P AND THE ANTI-SKID SYS BEGAN RELEASING. AT THAT POINT THERE WAS NOT MUCH WE COULD DO. CONTRIBUTING FACTORS: BRAKING ON THE PAINTED SURFACE AT THE END OF RWY 14. THE DISPLACED THRESHOLD AT THE END OF RWY 14 IS NOT GROOVED AND THE SURFACE IS MADE OF A DIFFERENT MATERIAL WHICH LOOKS TO BE 'BLACKTOP.' CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: RPTR WAS THE FO ON A B737-200 LNDG AT LNK, NE. AS THE ACFT SLOWED FOR TURN OFF OF RWY, THE ANTI-SKID SYS FOR THE BRAKES SEEMED TO RELEASE. BOTH FLC WERE AWARE OF THE SKIDDING AND THE PNF WITNESSED THE PF WAS UTILIZING MAX BRAKE PRESSURE. THE ANTI-SKID SYS NEVER SEEMED TO WORK PROPERLY AS THE ACFT WAS BEING STEERED TO REMAIN ON THE RWY AND TXWY. THERE WAS A PRIOR WRITE-UP IN THE MAINT LOGBOOK THAT THE ANTI-SKID HAD STOPPED WORKING DURING A PREVIOUS FLT. THIS FLC FEELS THE ANTI-SKID HAD FAILED AGAIN DURING THIS INCIDENT. THE FLC INSPECTED THE ENG POD WHERE IT STRUCK THE GND AS THE ACFT WENT OFF OF THE TXWY. THERE WAS A 5-8 INCH HOLE IN THE POD BUT THEY COULD NOT DETERMINE IF THERE WAS ANY FURTHER DAMAGE TO THE ENG ON THE INTERIOR OF THE POD. RPTR FELT THE PF COULD HAVE SLOWED THE ACFT DOWN MUCH EARLIER SO A SLOW TAXI OFF OF THE RWY WOULD HAVE BEEN POSSIBLE.

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.