Narrative:

Apparent language interpretation, rapidly changing WX resulted in a lack of complete information about braking action on the active runway. The metar for lux was obtained from stockholm radio prior to descent. This metar indicated that the airfield was suitable for CAT 1 ILS approachs. The first officer briefed the expected arrival and ILS approach for runway 24 at lux, the duty runway. During descent, an updated ATIS as obtained which required review of the approach to be flown. It was decided that a CAT 2 autoland ILS with autothrottles would be flown by the captain to runway 24. The captain briefed the CAT 2 approach details and took control of the aircraft at approximately 10000 ft at qnh. The details of the ATIS were confusing and referred to '700M RVR decreasing to 1300M RVR' or some similar statements. The aircraft was vectored by ATC to intercept the finals of the ILS approach. During one of the vectors, luxembourg approach control advised the aircraft of reported braking action of fair on the runway. Another aircraft had landed without incident within the preceding few mins. The aircraft was configured and set up for the approach. The landing weight as 282600 KG with a landing reference speed of 152 KIAS. The localizer and GS were intercepted from the vectors with the aircraft on autoplt. The transition to the ILS was smooth and uneventful. The crew monitored the approach to touchdown and autoland with medium brakes was normal and in accordance with procedures. Touchdown occurred approximately 1500 ft from the runway end and on centerline. After touchdown, the captain applied full reverse thrust and the aircraft appeared to decelerate normally. At approximately 80 KIAS, reverse thrust was reduced to be at ground idle at approximately 60 KTS. Medium autobrakes were disconnected and manual braking was applied. With approximately 3000 ft of runway remaining, the first officer started calling ground speeds from the INS readouts (approximately 35 KTS). The captain applied maximum brakes until the aircraft stopped. The aircraft came to rest with the nosewheel approximately 8 ft beyond the runway surface. The main wheels remained on the runway surface. The tower was called and advised that the aircraft was blocking the runway. The APU was started and aircraft engines were shut down following the cooling-down period.

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Original NASA ASRS Text

Title: A B747-200 FREIGHTER OVERSHOOTS THE END OF THE RWY WHEN BRAKING BECOMES INEFFECTIVE DURING THE LNDG ROLLOUT AT LUXEMBOURG, ELLX, FO.

Narrative: APPARENT LANGUAGE INTERP, RAPIDLY CHANGING WX RESULTED IN A LACK OF COMPLETE INFO ABOUT BRAKING ACTION ON THE ACTIVE RWY. THE METAR FOR LUX WAS OBTAINED FROM STOCKHOLM RADIO PRIOR TO DSCNT. THIS METAR INDICATED THAT THE AIRFIELD WAS SUITABLE FOR CAT 1 ILS APCHS. THE FO BRIEFED THE EXPECTED ARR AND ILS APCH FOR RWY 24 AT LUX, THE DUTY RWY. DURING DSCNT, AN UPDATED ATIS AS OBTAINED WHICH REQUIRED REVIEW OF THE APCH TO BE FLOWN. IT WAS DECIDED THAT A CAT 2 AUTOLAND ILS WITH AUTOTHROTTLES WOULD BE FLOWN BY THE CAPT TO RWY 24. THE CAPT BRIEFED THE CAT 2 APCH DETAILS AND TOOK CTL OF THE ACFT AT APPROX 10000 FT AT QNH. THE DETAILS OF THE ATIS WERE CONFUSING AND REFERRED TO '700M RVR DECREASING TO 1300M RVR' OR SOME SIMILAR STATEMENTS. THE ACFT WAS VECTORED BY ATC TO INTERCEPT THE FINALS OF THE ILS APCH. DURING ONE OF THE VECTORS, LUXEMBOURG APCH CTL ADVISED THE ACFT OF RPTED BRAKING ACTION OF FAIR ON THE RWY. ANOTHER ACFT HAD LANDED WITHOUT INCIDENT WITHIN THE PRECEDING FEW MINS. THE ACFT WAS CONFIGURED AND SET UP FOR THE APCH. THE LNDG WT AS 282600 KG WITH A LNDG REF SPD OF 152 KIAS. THE LOC AND GS WERE INTERCEPTED FROM THE VECTORS WITH THE ACFT ON AUTOPLT. THE TRANSITION TO THE ILS WAS SMOOTH AND UNEVENTFUL. THE CREW MONITORED THE APCH TO TOUCHDOWN AND AUTOLAND WITH MEDIUM BRAKES WAS NORMAL AND IN ACCORDANCE WITH PROCS. TOUCHDOWN OCCURRED APPROX 1500 FT FROM THE RWY END AND ON CTRLINE. AFTER TOUCHDOWN, THE CAPT APPLIED FULL REVERSE THRUST AND THE ACFT APPEARED TO DECELERATE NORMALLY. AT APPROX 80 KIAS, REVERSE THRUST WAS REDUCED TO BE AT GND IDLE AT APPROX 60 KTS. MEDIUM AUTOBRAKES WERE DISCONNECTED AND MANUAL BRAKING WAS APPLIED. WITH APPROX 3000 FT OF RWY REMAINING, THE FO STARTED CALLING GND SPDS FROM THE INS READOUTS (APPROX 35 KTS). THE CAPT APPLIED MAX BRAKES UNTIL THE ACFT STOPPED. THE ACFT CAME TO REST WITH THE NOSEWHEEL APPROX 8 FT BEYOND THE RWY SURFACE. THE MAIN WHEELS REMAINED ON THE RWY SURFACE. THE TWR WAS CALLED AND ADVISED THAT THE ACFT WAS BLOCKING THE RWY. THE APU WAS STARTED AND ACFT ENGS WERE SHUT DOWN FOLLOWING THE COOLING-DOWN PERIOD.

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.