Narrative:

An MD88 was used for flight that occurred on the second day of rotation. First officer served as the PF on the first leg. I served as PF on the segment from cvg-pwm. The segment from den-cvg was conducted within normal parameters. While on the ground in cvg, we checked company issued WX reports for our route of flight. The last WX we saw before takeoff had been updated at AB01Z. That report indicated that pwm conditions included winds from 160 degrees at 20 KTS, gusting to 30 KTS, 3 mi visibility with snow and mist, and a broken ceiling at 2500 ft. The aircraft came off the blocks in cvg at or near our scheduled departure time. We were carrying 141 passenger and 4 flight attendants. Takeoff and climb out from cvg occurred within normal parameters. While en route, first officer checked the pwm WX on at least 1 occasion. In addition, he typed a request on the ACARS system for a report of the pwm field conditions. Air carrier dispatcher responded with the following message at AC20Z: 'I checked with pwm tower runway is bare with wet spots to occasional slush spots. Landing runway 11 with headwinds of 6 KTS and xwinds of 21 KTS. Expect braking action between fair-good.' shortly after receiving this report, I checked the ATIS. Information indicated that pwm conditions included winds from 160 degrees at 13 KTS, gusting to 23 KTS, 1/2 mi visibility with snow and fog, scattered clouds at 200 ft, and a layered overcast at 1200 ft. Checking in with ZBW, we were informed by ATC that the RVR at pwm was 2000 ft. The controller asked if we could conduct the approach. First officer replied that our landing minimum was RVR 2400 ft. We were then directed to fly to parso and enter into a holding pattern. Shortly before reaching parso, we were contacted by ATC again and told that the pwm RVR was 2400 ft. We were then given a vector to intercept the pwm runway 11 localizer. After capturing the localizer, we were contacted again by ATC and informed that the RVR was 2000 ft. We were then cleared to enter into a holding pattern over the OM (orham). Prior to reaching the OM, we were contacted by ATC and informed that the pwm RVR was 2400 ft. We were thenclred for the approach to pwm runway 11. When we cleared for the approach, we were at approximately 4000 ft MSL. First officer told ATC that we would have to turn outbound in order to maneuver the aircraft to descend to intercept the GS. Upon crossing the marker, we were configured to land and established on the localizer and GS, at approximately 2000 ft MSL. The tower controller then cleared us to land on runway 11. Tower reported that the winds were from 170 degrees at 20 KTS and that a beechcraft commuter reported +/-10 KTS. Our vref speed was 132 KIAS. With a wind additive of 10 KTS, I set the landing bug at 142 KIAS. In addition, I selected autobrakes with a setting of medium. As we continued down, I could see the strobe lights. First officer called out '200 ft above' and then '100 ft above.' I saw the field and called out 'runway in sight.' shortly thereafter, first officer called out 'minimums' as we came down, I observed that the runway was covered with what appeared to be a thin blanket of snow. The pavement had a milky gray appearance. I could see the centerline stripes, runway edge lights, and edge of the pavement. The aircraft touched down on speed and in the touchdown zone. After the main gear came in contact, I lowered the nose gear to the runway and added reverse thrust. In addition, I overrode the autobrakes by applying maximum pressure on the brakes. I also recall observing the spoiler handle move to the deployed position. I immediately had the sensation that the aircraft was sliding. In addition, the nose of the aircraft began to veer to the right. I then maneuvered the throttle handles in order to decrease the reverse thrust, corrected our direction, and increased reverse thrust. Braking action was nil. Upon reaching the end of the runway, the aircraft continued to move forward. We rolled over the terrain and came to a stop some distance from the pavement edge. After shutting down the engines, the first officer opened the cockpit door and spoke to the customer service coordinator. The customer service coordinator asked whether we were going to evacuate/evacuation. I told her that passenger should remain seated, and then made a PA to that effect. Pwm fire and rescue personnel responded to our situation promptly. I asked for a report of any fire or smoke, and was told that none had been observed. There were no injuries reported to the crew. Passenger were eventually deplaned via the rear air stairs and bussed to the terminal. Supplemental information from acn 397130: I recall observing the spoiler handle move to the deployed position. I also recall seeing the abs disarm light illuminate. I called out 'the autobrakes are off.' supplemental information from acn 396362: per newspaper article, airport manager at pwm, the runway was not plowed prior to his landing but was checked and 'was safe for landing.' captain reported aircraft brakes were good and operated normally. Left wingtip clipped the ILS shack, slid 100 yards off runway 11. Pwm was closed until early morning mar/xa/98. Captain made 2 missed approachs, landed on third approach.

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Original NASA ASRS Text

Title: AN MD88 SLIDES OFF THE END OF RWY 11 AT PWM, ME, DURING A LNDG ATTEMPT ON A SLIPPERY RWY. RVR WAS 2400 FT WITH GUSTY XWINDS. THE ACFT'S ANTISKID SYS INDICATED A MALFUNCTION DURING THE INITIAL PHASES OF BRAKING.

Narrative: AN MD88 WAS USED FOR FLT THAT OCCURRED ON THE SECOND DAY OF ROTATION. FO SERVED AS THE PF ON THE FIRST LEG. I SERVED AS PF ON THE SEGMENT FROM CVG-PWM. THE SEGMENT FROM DEN-CVG WAS CONDUCTED WITHIN NORMAL PARAMETERS. WHILE ON THE GND IN CVG, WE CHKED COMPANY ISSUED WX RPTS FOR OUR RTE OF FLT. THE LAST WX WE SAW BEFORE TKOF HAD BEEN UPDATED AT AB01Z. THAT RPT INDICATED THAT PWM CONDITIONS INCLUDED WINDS FROM 160 DEGS AT 20 KTS, GUSTING TO 30 KTS, 3 MI VISIBILITY WITH SNOW AND MIST, AND A BROKEN CEILING AT 2500 FT. THE ACFT CAME OFF THE BLOCKS IN CVG AT OR NEAR OUR SCHEDULED DEP TIME. WE WERE CARRYING 141 PAX AND 4 FLT ATTENDANTS. TKOF AND CLBOUT FROM CVG OCCURRED WITHIN NORMAL PARAMETERS. WHILE ENRTE, FO CHKED THE PWM WX ON AT LEAST 1 OCCASION. IN ADDITION, HE TYPED A REQUEST ON THE ACARS SYS FOR A RPT OF THE PWM FIELD CONDITIONS. ACR DISPATCHER RESPONDED WITH THE FOLLOWING MESSAGE AT AC20Z: 'I CHKED WITH PWM TWR RWY IS BARE WITH WET SPOTS TO OCCASIONAL SLUSH SPOTS. LNDG RWY 11 WITH HEADWINDS OF 6 KTS AND XWINDS OF 21 KTS. EXPECT BRAKING ACTION BTWN FAIR-GOOD.' SHORTLY AFTER RECEIVING THIS RPT, I CHKED THE ATIS. INFO INDICATED THAT PWM CONDITIONS INCLUDED WINDS FROM 160 DEGS AT 13 KTS, GUSTING TO 23 KTS, 1/2 MI VISIBILITY WITH SNOW AND FOG, SCATTERED CLOUDS AT 200 FT, AND A LAYERED OVCST AT 1200 FT. CHKING IN WITH ZBW, WE WERE INFORMED BY ATC THAT THE RVR AT PWM WAS 2000 FT. THE CTLR ASKED IF WE COULD CONDUCT THE APCH. FO REPLIED THAT OUR LNDG MINIMUM WAS RVR 2400 FT. WE WERE THEN DIRECTED TO FLY TO PARSO AND ENTER INTO A HOLDING PATTERN. SHORTLY BEFORE REACHING PARSO, WE WERE CONTACTED BY ATC AGAIN AND TOLD THAT THE PWM RVR WAS 2400 FT. WE WERE THEN GIVEN A VECTOR TO INTERCEPT THE PWM RWY 11 LOC. AFTER CAPTURING THE LOC, WE WERE CONTACTED AGAIN BY ATC AND INFORMED THAT THE RVR WAS 2000 FT. WE WERE THEN CLRED TO ENTER INTO A HOLDING PATTERN OVER THE OM (ORHAM). PRIOR TO REACHING THE OM, WE WERE CONTACTED BY ATC AND INFORMED THAT THE PWM RVR WAS 2400 FT. WE WERE THENCLRED FOR THE APCH TO PWM RWY 11. WHEN WE CLRED FOR THE APCH, WE WERE AT APPROX 4000 FT MSL. FO TOLD ATC THAT WE WOULD HAVE TO TURN OUTBOUND IN ORDER TO MANEUVER THE ACFT TO DSND TO INTERCEPT THE GS. UPON XING THE MARKER, WE WERE CONFIGURED TO LAND AND ESTABLISHED ON THE LOC AND GS, AT APPROX 2000 FT MSL. THE TWR CTLR THEN CLRED US TO LAND ON RWY 11. TWR RPTED THAT THE WINDS WERE FROM 170 DEGS AT 20 KTS AND THAT A BEECHCRAFT COMMUTER RPTED +/-10 KTS. OUR VREF SPD WAS 132 KIAS. WITH A WIND ADDITIVE OF 10 KTS, I SET THE LNDG BUG AT 142 KIAS. IN ADDITION, I SELECTED AUTOBRAKES WITH A SETTING OF MEDIUM. AS WE CONTINUED DOWN, I COULD SEE THE STROBE LIGHTS. FO CALLED OUT '200 FT ABOVE' AND THEN '100 FT ABOVE.' I SAW THE FIELD AND CALLED OUT 'RWY IN SIGHT.' SHORTLY THEREAFTER, FO CALLED OUT 'MINIMUMS' AS WE CAME DOWN, I OBSERVED THAT THE RWY WAS COVERED WITH WHAT APPEARED TO BE A THIN BLANKET OF SNOW. THE PAVEMENT HAD A MILKY GRAY APPEARANCE. I COULD SEE THE CTRLINE STRIPES, RWY EDGE LIGHTS, AND EDGE OF THE PAVEMENT. THE ACFT TOUCHED DOWN ON SPD AND IN THE TOUCHDOWN ZONE. AFTER THE MAIN GEAR CAME IN CONTACT, I LOWERED THE NOSE GEAR TO THE RWY AND ADDED REVERSE THRUST. IN ADDITION, I OVERRODE THE AUTOBRAKES BY APPLYING MAX PRESSURE ON THE BRAKES. I ALSO RECALL OBSERVING THE SPOILER HANDLE MOVE TO THE DEPLOYED POS. I IMMEDIATELY HAD THE SENSATION THAT THE ACFT WAS SLIDING. IN ADDITION, THE NOSE OF THE ACFT BEGAN TO VEER TO THE R. I THEN MANEUVERED THE THROTTLE HANDLES IN ORDER TO DECREASE THE REVERSE THRUST, CORRECTED OUR DIRECTION, AND INCREASED REVERSE THRUST. BRAKING ACTION WAS NIL. UPON REACHING THE END OF THE RWY, THE ACFT CONTINUED TO MOVE FORWARD. WE ROLLED OVER THE TERRAIN AND CAME TO A STOP SOME DISTANCE FROM THE PAVEMENT EDGE. AFTER SHUTTING DOWN THE ENGS, THE FO OPENED THE COCKPIT DOOR AND SPOKE TO THE CUSTOMER SVC COORDINATOR. THE CUSTOMER SVC COORDINATOR ASKED WHETHER WE WERE GOING TO EVAC. I TOLD HER THAT PAX SHOULD REMAIN SEATED, AND THEN MADE A PA TO THAT EFFECT. PWM FIRE AND RESCUE PERSONNEL RESPONDED TO OUR SIT PROMPTLY. I ASKED FOR A RPT OF ANY FIRE OR SMOKE, AND WAS TOLD THAT NONE HAD BEEN OBSERVED. THERE WERE NO INJURIES RPTED TO THE CREW. PAX WERE EVENTUALLY DEPLANED VIA THE REAR AIR STAIRS AND BUSSED TO THE TERMINAL. SUPPLEMENTAL INFO FROM ACN 397130: I RECALL OBSERVING THE SPOILER HANDLE MOVE TO THE DEPLOYED POS. I ALSO RECALL SEEING THE ABS DISARM LIGHT ILLUMINATE. I CALLED OUT 'THE AUTOBRAKES ARE OFF.' SUPPLEMENTAL INFO FROM ACN 396362: PER NEWSPAPER ARTICLE, ARPT MGR AT PWM, THE RWY WAS NOT PLOWED PRIOR TO HIS LNDG BUT WAS CHKED AND 'WAS SAFE FOR LNDG.' CAPT RPTED ACFT BRAKES WERE GOOD AND OPERATED NORMALLY. L WINGTIP CLIPPED THE ILS SHACK, SLID 100 YARDS OFF RWY 11. PWM WAS CLOSED UNTIL EARLY MORNING MAR/XA/98. CAPT MADE 2 MISSED APCHS, LANDED ON THIRD APCH.

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.