Narrative:

This is a runway overrun incident in which we landed runway 11 at portland, me, in freezing rain on an icy runway with captain flying. Braking action had been reported fair to poor by a vehicle on ATIS, but my personal runway assessment was poor, with the last 2000 ft nil. We touched down approximately 1200 ft down the runway, on speed and immediately commenced maximum braking with spoilers, thrust reversers and foot brakes. Initial deceleration from spoilers and reverse thrust felt good, but since anti-skid was cycling on and off frequently, we were not getting much help from foot brakes. At approximately 80 KIAS, tendency of aircraft to WX vane and slide due to crosswind and ice increased. However, throughout rollout and overrun (100 ft into overrun we stopped) I maintained centerline and kept longitudinal axis of aircraft aligned with runway. Also at approximately 80 KIAS, anti- skid stopped cycling, but we felt no braking from wheel brakes -- this meant we were sliding like a block of ice on ice -- definitely nil braking conditions. I increased reverse thrust to go around limit and asked first officer to stand on brakes with me. By runway end, we were sliding forward at no more than 5-10 KIAS. If we could have had 10 ft of fair braking we would have stopped on runway. Instead, we slid through runway end lights -- stopped 100 ft later in the snow. With a proper braking action report, we would not even have attempted the landing. I fault tower for not being more diligent in this regard. Their report was based on a vehicle observation 1 hour prior. It is significant to note that after significant improvements to their runway over the next 2 hours, including scraping and deicing, their new braking action report was again fair to poor.

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Original NASA ASRS Text

Title: AN ACR B727 FREIGHTER FLC FINDS THAT THE ACTUAL BRAKING ACTION AT THE END OF RWY 11 FOR THIS LNDG WAS NIL. THEY SLID THROUGH THE OVERRUN WITH THE NOSE GEAR LEAVING THE HARD SURFACE. THERE WAS NO DAMAGE.

Narrative: THIS IS A RWY OVERRUN INCIDENT IN WHICH WE LANDED RWY 11 AT PORTLAND, ME, IN FREEZING RAIN ON AN ICY RWY WITH CAPT FLYING. BRAKING ACTION HAD BEEN RPTED FAIR TO POOR BY A VEHICLE ON ATIS, BUT MY PERSONAL RWY ASSESSMENT WAS POOR, WITH THE LAST 2000 FT NIL. WE TOUCHED DOWN APPROX 1200 FT DOWN THE RWY, ON SPD AND IMMEDIATELY COMMENCED MAX BRAKING WITH SPOILERS, THRUST REVERSERS AND FOOT BRAKES. INITIAL DECELERATION FROM SPOILERS AND REVERSE THRUST FELT GOOD, BUT SINCE ANTI-SKID WAS CYCLING ON AND OFF FREQUENTLY, WE WERE NOT GETTING MUCH HELP FROM FOOT BRAKES. AT APPROX 80 KIAS, TENDENCY OF ACFT TO WX VANE AND SLIDE DUE TO XWIND AND ICE INCREASED. HOWEVER, THROUGHOUT ROLLOUT AND OVERRUN (100 FT INTO OVERRUN WE STOPPED) I MAINTAINED CTRLINE AND KEPT LONGITUDINAL AXIS OF ACFT ALIGNED WITH RWY. ALSO AT APPROX 80 KIAS, ANTI- SKID STOPPED CYCLING, BUT WE FELT NO BRAKING FROM WHEEL BRAKES -- THIS MEANT WE WERE SLIDING LIKE A BLOCK OF ICE ON ICE -- DEFINITELY NIL BRAKING CONDITIONS. I INCREASED REVERSE THRUST TO GAR LIMIT AND ASKED FO TO STAND ON BRAKES WITH ME. BY RWY END, WE WERE SLIDING FORWARD AT NO MORE THAN 5-10 KIAS. IF WE COULD HAVE HAD 10 FT OF FAIR BRAKING WE WOULD HAVE STOPPED ON RWY. INSTEAD, WE SLID THROUGH RWY END LIGHTS -- STOPPED 100 FT LATER IN THE SNOW. WITH A PROPER BRAKING ACTION RPT, WE WOULD NOT EVEN HAVE ATTEMPTED THE LNDG. I FAULT TWR FOR NOT BEING MORE DILIGENT IN THIS REGARD. THEIR RPT WAS BASED ON A VEHICLE OBSERVATION 1 HR PRIOR. IT IS SIGNIFICANT TO NOTE THAT AFTER SIGNIFICANT IMPROVEMENTS TO THEIR RWY OVER THE NEXT 2 HRS, INCLUDING SCRAPING AND DEICING, THEIR NEW BRAKING ACTION RPT WAS AGAIN FAIR TO POOR.

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.