Narrative:

Departed prepared surface on landing. As a result of insufficient braking action, complicated by xwinds, the aircraft came to a stop with the nosewheel off the runway. ILS runway 5R and touchdown 1000-1500 ft down the runway, immediately applied normal reverse. A couple of thousand feet further aircraft began to drift to the right, full left rudder stopped drift, but would not return aircraft to centerline (5-10 ft right of centerline). I asked captain to help with steering (he needed to know I could not bring it back to centerline). Concurrently I selected idle reverse. This solved the directional control problem. We were now halfway down a 9000 ft runway still going 100-110 KTS. The captain directed to go manual brakes (we were in autobrakes medium and not decelerating). I pushed the pedals to the floor with nil braking action. The captain pushed his pedals to the floor with same nil braking. With 3000 ft and 80 KTS, the captain selected high power reverse. Aircraft control was xferred to the captain. Deceleration was still less than we expected. We approached the end of the runway and at about 5-10 KTS the nosewheel departed the prepared surface. With the mains still on the runway, we completed after landing and shutdown checklists, and deplaned using the aft airstairs to buses to the terminal. On final tower had advised braking action fair on the runway and poor on the turnoffs. We found the braking action nil. There were also reports of 10-15 KTS airspeed variation by tower. We added 1/2 steady and full gust and 28 degree instead of 40 degree flaps. We had a final bug speed of 153 KTS. I was surprised on deplaning to find that there was ice under the approximately 1 inch of snow on the runway. How did tower come up with braf? Even a braf report would have resulted in a missed approach and divert. Upon given a landing clearance, tower said there was a vehicle on the runway that would clear soon. In my mind, I felt that brake action report was 'real time' because of this. Supplemental information from acn 396528: I requested braking action and field conditions. Tower responded that runway braking action was fair, poor onthe txwys. Because of reported windshear and winds, it was decided to add 15 KTS to our flap 28 degrees speed of 137 KTS, based on aircraft weight of 130000 pounds. This yielded a speed of 152 KTS. As I dialed in the final speed the display stopped at 154 KTS. With the magnitude of the buffeting and airspeed deviations already experienced I decided that the 2 extra KTS were justified and I left the final bug at 154 KTS. All checklists were accomplished, however, the environment was fraught with interruptions, and concerns with windshear, xwinds, vehicles on the runway. Medium autobrakes were used. At least 2 sets of xmissions were exchanged about the vehicle on the runway. At about 500 ft AGL we were informed that the runway was clear. A positive touchdown was made, with no float, touchdown was not at all beyond the GS. Touchdown speed was in the 155-160 KT range. Reverse thrust was initially used in the 1.4 EPR range. Deceleration was abnormally slow, so I told the first officer to 'stand on those brakes.' however, at about that moment, the aircraft drifted to the right and the first officer reduced reverse thrust to idle reverse. Simultaneously, he stated that he needed help with directional control. I then joined him on the controls. As soon as direction control was re- established, I mashed the brakes all the way to the stops, as hard as I could, with absolutely no effect. At this point, a positive xfer of control of the aircraft was accomplished. I immediately applied maximum reverse thrust, as close to the 'hash marks' as I could. We had approximately 4000 and 3500 ft of runway remaining. With the brakes held firmly at the stops and maximum reverse thrust, deceleration continued abnormally slow. At no time did we feel the anti-skid system release the brakes. The popping of compressor stalls could be heard. We tracked straight down the runway and passed between the red runway end lights, (red on one side green on the other). Shortly before passing between the red lights I spotted the first set of approach lights ahead, and steered the aircraft to the right. The aircraft exited the end of the overrun atabout 10 KTS, and came to rest with the nosewheel and the left main landing gear in the snow covered grass. The right main landing gear remained on the pavement of the overrun. The left main landing gear was not more than 2-3 ft off the pavement. A short PA was made asking the passenger to remain seated. The engines were allowed to idle for 5 or so mins to cool. Crash fire rescue equipment responded and were allowed up the rear stairs. PA's were made about every 5- 10 mins, to keep passenger calm and aware of the progress to get them to the gate. After the passenger deplaned 30-40 mins later, I inspected the exterior of the aircraft and found no apparent damage. It appeared there were 2-3 inches of hard packed ice and snow on that part of the runway. No runway end, edge, or approach lights were struck. Some hours later, the aircraft was towed to the gate. Engine inlet and exhaust were inspected as best we could, with no apparent damage. A logbook entry was made.

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Original NASA ASRS Text

Title: AN MD80 LANDS ON A SNOW AND ICE COVERED RWY AT CLE, OH, AND RUNS OFF THE END OF RWY 5R. RPTRS FIND SNOW AND ICE ON THE RWY.

Narrative: DEPARTED PREPARED SURFACE ON LNDG. AS A RESULT OF INSUFFICIENT BRAKING ACTION, COMPLICATED BY XWINDS, THE ACFT CAME TO A STOP WITH THE NOSEWHEEL OFF THE RWY. ILS RWY 5R AND TOUCHDOWN 1000-1500 FT DOWN THE RWY, IMMEDIATELY APPLIED NORMAL REVERSE. A COUPLE OF THOUSAND FEET FURTHER ACFT BEGAN TO DRIFT TO THE R, FULL L RUDDER STOPPED DRIFT, BUT WOULD NOT RETURN ACFT TO CTRLINE (5-10 FT R OF CTRLINE). I ASKED CAPT TO HELP WITH STEERING (HE NEEDED TO KNOW I COULD NOT BRING IT BACK TO CTRLINE). CONCURRENTLY I SELECTED IDLE REVERSE. THIS SOLVED THE DIRECTIONAL CTL PROB. WE WERE NOW HALFWAY DOWN A 9000 FT RWY STILL GOING 100-110 KTS. THE CAPT DIRECTED TO GO MANUAL BRAKES (WE WERE IN AUTOBRAKES MEDIUM AND NOT DECELERATING). I PUSHED THE PEDALS TO THE FLOOR WITH NIL BRAKING ACTION. THE CAPT PUSHED HIS PEDALS TO THE FLOOR WITH SAME NIL BRAKING. WITH 3000 FT AND 80 KTS, THE CAPT SELECTED HIGH PWR REVERSE. ACFT CTL WAS XFERRED TO THE CAPT. DECELERATION WAS STILL LESS THAN WE EXPECTED. WE APCHED THE END OF THE RWY AND AT ABOUT 5-10 KTS THE NOSEWHEEL DEPARTED THE PREPARED SURFACE. WITH THE MAINS STILL ON THE RWY, WE COMPLETED AFTER LNDG AND SHUTDOWN CHKLISTS, AND DEPLANED USING THE AFT AIRSTAIRS TO BUSES TO THE TERMINAL. ON FINAL TWR HAD ADVISED BRAKING ACTION FAIR ON THE RWY AND POOR ON THE TURNOFFS. WE FOUND THE BRAKING ACTION NIL. THERE WERE ALSO RPTS OF 10-15 KTS AIRSPD VARIATION BY TWR. WE ADDED 1/2 STEADY AND FULL GUST AND 28 DEG INSTEAD OF 40 DEG FLAPS. WE HAD A FINAL BUG SPD OF 153 KTS. I WAS SURPRISED ON DEPLANING TO FIND THAT THERE WAS ICE UNDER THE APPROX 1 INCH OF SNOW ON THE RWY. HOW DID TWR COME UP WITH BRAF? EVEN A BRAF RPT WOULD HAVE RESULTED IN A MISSED APCH AND DIVERT. UPON GIVEN A LNDG CLRNC, TWR SAID THERE WAS A VEHICLE ON THE RWY THAT WOULD CLR SOON. IN MY MIND, I FELT THAT BRAKE ACTION RPT WAS 'REAL TIME' BECAUSE OF THIS. SUPPLEMENTAL INFO FROM ACN 396528: I REQUESTED BRAKING ACTION AND FIELD CONDITIONS. TWR RESPONDED THAT RWY BRAKING ACTION WAS FAIR, POOR ONTHE TXWYS. BECAUSE OF RPTED WINDSHEAR AND WINDS, IT WAS DECIDED TO ADD 15 KTS TO OUR FLAP 28 DEGS SPD OF 137 KTS, BASED ON ACFT WT OF 130000 LBS. THIS YIELDED A SPD OF 152 KTS. AS I DIALED IN THE FINAL SPD THE DISPLAY STOPPED AT 154 KTS. WITH THE MAGNITUDE OF THE BUFFETING AND AIRSPD DEVS ALREADY EXPERIENCED I DECIDED THAT THE 2 EXTRA KTS WERE JUSTIFIED AND I LEFT THE FINAL BUG AT 154 KTS. ALL CHKLISTS WERE ACCOMPLISHED, HOWEVER, THE ENVIRONMENT WAS FRAUGHT WITH INTERRUPTIONS, AND CONCERNS WITH WINDSHEAR, XWINDS, VEHICLES ON THE RWY. MEDIUM AUTOBRAKES WERE USED. AT LEAST 2 SETS OF XMISSIONS WERE EXCHANGED ABOUT THE VEHICLE ON THE RWY. AT ABOUT 500 FT AGL WE WERE INFORMED THAT THE RWY WAS CLR. A POSITIVE TOUCHDOWN WAS MADE, WITH NO FLOAT, TOUCHDOWN WAS NOT AT ALL BEYOND THE GS. TOUCHDOWN SPD WAS IN THE 155-160 KT RANGE. REVERSE THRUST WAS INITIALLY USED IN THE 1.4 EPR RANGE. DECELERATION WAS ABNORMALLY SLOW, SO I TOLD THE FO TO 'STAND ON THOSE BRAKES.' HOWEVER, AT ABOUT THAT MOMENT, THE ACFT DRIFTED TO THE R AND THE FO REDUCED REVERSE THRUST TO IDLE REVERSE. SIMULTANEOUSLY, HE STATED THAT HE NEEDED HELP WITH DIRECTIONAL CTL. I THEN JOINED HIM ON THE CTLS. AS SOON AS DIRECTION CTL WAS RE- ESTABLISHED, I MASHED THE BRAKES ALL THE WAY TO THE STOPS, AS HARD AS I COULD, WITH ABSOLUTELY NO EFFECT. AT THIS POINT, A POSITIVE XFER OF CTL OF THE ACFT WAS ACCOMPLISHED. I IMMEDIATELY APPLIED MAX REVERSE THRUST, AS CLOSE TO THE 'HASH MARKS' AS I COULD. WE HAD APPROX 4000 AND 3500 FT OF RWY REMAINING. WITH THE BRAKES HELD FIRMLY AT THE STOPS AND MAX REVERSE THRUST, DECELERATION CONTINUED ABNORMALLY SLOW. AT NO TIME DID WE FEEL THE ANTI-SKID SYS RELEASE THE BRAKES. THE POPPING OF COMPRESSOR STALLS COULD BE HEARD. WE TRACKED STRAIGHT DOWN THE RWY AND PASSED BTWN THE RED RWY END LIGHTS, (RED ON ONE SIDE GREEN ON THE OTHER). SHORTLY BEFORE PASSING BTWN THE RED LIGHTS I SPOTTED THE FIRST SET OF APCH LIGHTS AHEAD, AND STEERED THE ACFT TO THE R. THE ACFT EXITED THE END OF THE OVERRUN ATABOUT 10 KTS, AND CAME TO REST WITH THE NOSEWHEEL AND THE L MAIN LNDG GEAR IN THE SNOW COVERED GRASS. THE R MAIN LNDG GEAR REMAINED ON THE PAVEMENT OF THE OVERRUN. THE L MAIN LNDG GEAR WAS NOT MORE THAN 2-3 FT OFF THE PAVEMENT. A SHORT PA WAS MADE ASKING THE PAX TO REMAIN SEATED. THE ENGS WERE ALLOWED TO IDLE FOR 5 OR SO MINS TO COOL. CFR RESPONDED AND WERE ALLOWED UP THE REAR STAIRS. PA'S WERE MADE ABOUT EVERY 5- 10 MINS, TO KEEP PAX CALM AND AWARE OF THE PROGRESS TO GET THEM TO THE GATE. AFTER THE PAX DEPLANED 30-40 MINS LATER, I INSPECTED THE EXTERIOR OF THE ACFT AND FOUND NO APPARENT DAMAGE. IT APPEARED THERE WERE 2-3 INCHES OF HARD PACKED ICE AND SNOW ON THAT PART OF THE RWY. NO RWY END, EDGE, OR APCH LIGHTS WERE STRUCK. SOME HRS LATER, THE ACFT WAS TOWED TO THE GATE. ENG INLET AND EXHAUST WERE INSPECTED AS BEST WE COULD, WITH NO APPARENT DAMAGE. A LOGBOOK ENTRY WAS MADE.

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.