Narrative:

B737 scheduled airline flight arrived in cordova from anc. Braking action reported as fair by airport personnel with snow over a layer of slush. Normal landing accomplished by captain (PF) and braking reported by the captain as fair. Spent 24 mins on the ramp before taxi out for departure. During this time, snow fall increased to moderate and WX reported as few clouds 1400 ft, 2000 ft broken, 1/2 mi visibility in light snow and mist, winds calm. Aircraft deiced before taxi and runway was plowed and sanded again before our departure. The aircraft was taxied out for departure by the captain for a runway 9 departure. We back-taxied aircraft on runway 9/27 (no parallel taxiway) and commenced our taxi checklist. Normal taxi speed used. Approximately 200 yards from end of runway, I felt we should have begun slowing the aircraft for the 180 degree turn. After about 5 seconds of no deceleration by captain, I said 'watch your speed' and captain commenced braking. The aircraft did not slow down, and heavy braking was applied by both pilots and the captain initiated reverse thrust. The aircraft continued to move towards the runway and with very little deceleration. The captain applied maximum reverse thrust, and we lost visibility out the wind screen. The aircraft came to a stop approximately 15 ft past the runway. I told the passenger and flight attendants to remain seated, then notified cordova traffic and jnu FSS on the CTAF that we had stopped the aircraft. The captain called our ground personnel to inspect the aircraft from outside. Ground personnel determined we had proceeded past the runway end, but had stopped on paved stopway surface. 2 runway end lights were bent over, but no damage noted to the aircraft. The engines were shut down, and ground personnel commenced plowing and sanding the runway approach end surface. The airport manager was on the scene and closed the runway, reporting braking action as nil. The engines were started after the runway was plowed and sanded, and the aircraft was taxied back to the ramp. The primary problem was braking action of nil at the approach end of runway 9. On our arrival we landed in the touchdown zone 1000 ft down runway 9 and the captain experienced and reported braking action as fair. Contributing factors were the captain not anticipating decreased braking capability earlier in the back taxi, and the first officer in not verbalizing a lack in deceleration earlier. Also, from my experience, airport braking action reports are at time suspect, and usually apply to the middle and center portion of a runway. The approach and departure ends of runways almost always exhibit decreased braking coefficients than the representative runway surface. Braking and reverse thrust are also much less effective at slow speeds.

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Original NASA ASRS Text

Title: AN ACR B737 FLC SLID OFF THE RWY SURFACE ONTO THE OVERRUN WHILE BACK TAXIING FOR TKOF. THE FLC HAD LANDED EARLIER ON THE SAME RWY AND RPTED THE BRAKING ACTION AS FAIR, BUT SNOW CONTINUED TO FALL. THE FLC FAILED TO KEEP IN MIND THAT THE BRAKING ACTION AT THE ENDS OF RWYS IS OFTEN MUCH WORSE THAN IN THE CTR OF THE RWY DUE TO RUBBER, OIL AND OTHER CONTAMINATES.

Narrative: B737 SCHEDULED AIRLINE FLT ARRIVED IN CORDOVA FROM ANC. BRAKING ACTION RPTED AS FAIR BY ARPT PERSONNEL WITH SNOW OVER A LAYER OF SLUSH. NORMAL LNDG ACCOMPLISHED BY CAPT (PF) AND BRAKING RPTED BY THE CAPT AS FAIR. SPENT 24 MINS ON THE RAMP BEFORE TAXI OUT FOR DEP. DURING THIS TIME, SNOW FALL INCREASED TO MODERATE AND WX RPTED AS FEW CLOUDS 1400 FT, 2000 FT BROKEN, 1/2 MI VISIBILITY IN LIGHT SNOW AND MIST, WINDS CALM. ACFT DEICED BEFORE TAXI AND RWY WAS PLOWED AND SANDED AGAIN BEFORE OUR DEP. THE ACFT WAS TAXIED OUT FOR DEP BY THE CAPT FOR A RWY 9 DEP. WE BACK-TAXIED ACFT ON RWY 9/27 (NO PARALLEL TXWY) AND COMMENCED OUR TAXI CHKLIST. NORMAL TAXI SPD USED. APPROX 200 YARDS FROM END OF RWY, I FELT WE SHOULD HAVE BEGUN SLOWING THE ACFT FOR THE 180 DEG TURN. AFTER ABOUT 5 SECONDS OF NO DECELERATION BY CAPT, I SAID 'WATCH YOUR SPD' AND CAPT COMMENCED BRAKING. THE ACFT DID NOT SLOW DOWN, AND HVY BRAKING WAS APPLIED BY BOTH PLTS AND THE CAPT INITIATED REVERSE THRUST. THE ACFT CONTINUED TO MOVE TOWARDS THE RWY AND WITH VERY LITTLE DECELERATION. THE CAPT APPLIED MAX REVERSE THRUST, AND WE LOST VISIBILITY OUT THE WIND SCREEN. THE ACFT CAME TO A STOP APPROX 15 FT PAST THE RWY. I TOLD THE PAX AND FLT ATTENDANTS TO REMAIN SEATED, THEN NOTIFIED CORDOVA TFC AND JNU FSS ON THE CTAF THAT WE HAD STOPPED THE ACFT. THE CAPT CALLED OUR GND PERSONNEL TO INSPECT THE ACFT FROM OUTSIDE. GND PERSONNEL DETERMINED WE HAD PROCEEDED PAST THE RWY END, BUT HAD STOPPED ON PAVED STOPWAY SURFACE. 2 RWY END LIGHTS WERE BENT OVER, BUT NO DAMAGE NOTED TO THE ACFT. THE ENGS WERE SHUT DOWN, AND GND PERSONNEL COMMENCED PLOWING AND SANDING THE RWY APCH END SURFACE. THE ARPT MGR WAS ON THE SCENE AND CLOSED THE RWY, RPTING BRAKING ACTION AS NIL. THE ENGS WERE STARTED AFTER THE RWY WAS PLOWED AND SANDED, AND THE ACFT WAS TAXIED BACK TO THE RAMP. THE PRIMARY PROB WAS BRAKING ACTION OF NIL AT THE APCH END OF RWY 9. ON OUR ARR WE LANDED IN THE TOUCHDOWN ZONE 1000 FT DOWN RWY 9 AND THE CAPT EXPERIENCED AND RPTED BRAKING ACTION AS FAIR. CONTRIBUTING FACTORS WERE THE CAPT NOT ANTICIPATING DECREASED BRAKING CAPABILITY EARLIER IN THE BACK TAXI, AND THE FO IN NOT VERBALIZING A LACK IN DECELERATION EARLIER. ALSO, FROM MY EXPERIENCE, ARPT BRAKING ACTION RPTS ARE AT TIME SUSPECT, AND USUALLY APPLY TO THE MIDDLE AND CTR PORTION OF A RWY. THE APCH AND DEP ENDS OF RWYS ALMOST ALWAYS EXHIBIT DECREASED BRAKING COEFFICIENTS THAN THE REPRESENTATIVE RWY SURFACE. BRAKING AND REVERSE THRUST ARE ALSO MUCH LESS EFFECTIVE AT SLOW SPDS.

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.