Narrative:

Captain and I were operating flight dtw-buf. Before the flight maintenance put the antiskid on MEL due to a previous crew's write-up, captain and I reviewed the MEL and the procedure for operating an aircraft with the antiskid inoperative on a wet runway. We checked the 11-1 page to ensure the runway in use in buf was grooved. This MEL was added to the release. Part of my approach briefing included the fact that the antiskid was on MEL. I briefed the use of reverse thrust, light braking after we had slowed to 80 KTS, and was planning on turning off at the end. The approach was stable, the touchdown was smooth. I used 1.6 EPR reverse down to 80 KTS. At that time, I applied light braking and started to reduce reverse thrust to idle, stowed by 60 KTS. At about 70 KTS, the aircraft started to veer (slide) to the left. At 60 KTS, captain took the aircraft and exited the runway at taxiway G, the direction the aircraft was sliding to. At that time, we were not aware of any tire problem. On taxi in, the tower informed us that the aircraft landing behind us reported tire debris on the runway and that we may have blown a tire. Captain stopped the aircraft on the taxiway and requested that company personnel come out to look at our tires. They confirmed that one of our tires did blow. As a precaution, captain had the aircraft towed to the gate. At the gate, we inspected the tires and found 1 tire blown and 2 tires with a flat spot. Contract maintenance was called and performed an inspection for any damage caused by the tire. As the passenger deplaned, they commended us on a great landing. Some passenger reported that it felt like we hit something and they heard a loud bang. A jumpseater reported he heard the bang. We did not hear anything on the flight deck. This was our last flight for the day. At the hotel in buf, we met a crew from another airline which also operated an aircraft into buf (with antiskid on MEL) about 3 hours prior to us. They also had flat spots on their tires. It had been raining on and off during the day in buf and we flew through pockets of rain on final approach. The flight was operated according to all procedures and light braking was applied. After this experience, I believe that no aircraft with the antiskid on MEL should be dispatched unless the runways are reported bare and dry.

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Original NASA ASRS Text

Title: WITH ANTISKID MEL'ED, AN ACR FLT HAS A NEAR RWY EXCURSION WHEN THE DC9 CREW TEMPORARILY LOSES CTL OF THEIR ACFT DURING ROLLOUT WHEN SUFFERING 1 BLOWN TIRE AFTER LNDG ON A WET RWY 23 AT BUF, NY.

Narrative: CAPT AND I WERE OPERATING FLT DTW-BUF. BEFORE THE FLT MAINT PUT THE ANTISKID ON MEL DUE TO A PREVIOUS CREW'S WRITE-UP, CAPT AND I REVIEWED THE MEL AND THE PROC FOR OPERATING AN ACFT WITH THE ANTISKID INOP ON A WET RWY. WE CHKED THE 11-1 PAGE TO ENSURE THE RWY IN USE IN BUF WAS GROOVED. THIS MEL WAS ADDED TO THE RELEASE. PART OF MY APCH BRIEFING INCLUDED THE FACT THAT THE ANTISKID WAS ON MEL. I BRIEFED THE USE OF REVERSE THRUST, LIGHT BRAKING AFTER WE HAD SLOWED TO 80 KTS, AND WAS PLANNING ON TURNING OFF AT THE END. THE APCH WAS STABLE, THE TOUCHDOWN WAS SMOOTH. I USED 1.6 EPR REVERSE DOWN TO 80 KTS. AT THAT TIME, I APPLIED LIGHT BRAKING AND STARTED TO REDUCE REVERSE THRUST TO IDLE, STOWED BY 60 KTS. AT ABOUT 70 KTS, THE ACFT STARTED TO VEER (SLIDE) TO THE L. AT 60 KTS, CAPT TOOK THE ACFT AND EXITED THE RWY AT TXWY G, THE DIRECTION THE ACFT WAS SLIDING TO. AT THAT TIME, WE WERE NOT AWARE OF ANY TIRE PROB. ON TAXI IN, THE TWR INFORMED US THAT THE ACFT LNDG BEHIND US RPTED TIRE DEBRIS ON THE RWY AND THAT WE MAY HAVE BLOWN A TIRE. CAPT STOPPED THE ACFT ON THE TXWY AND REQUESTED THAT COMPANY PERSONNEL COME OUT TO LOOK AT OUR TIRES. THEY CONFIRMED THAT ONE OF OUR TIRES DID BLOW. AS A PRECAUTION, CAPT HAD THE ACFT TOWED TO THE GATE. AT THE GATE, WE INSPECTED THE TIRES AND FOUND 1 TIRE BLOWN AND 2 TIRES WITH A FLAT SPOT. CONTRACT MAINT WAS CALLED AND PERFORMED AN INSPECTION FOR ANY DAMAGE CAUSED BY THE TIRE. AS THE PAX DEPLANED, THEY COMMENDED US ON A GREAT LNDG. SOME PAX RPTED THAT IT FELT LIKE WE HIT SOMETHING AND THEY HEARD A LOUD BANG. A JUMPSEATER RPTED HE HEARD THE BANG. WE DID NOT HEAR ANYTHING ON THE FLT DECK. THIS WAS OUR LAST FLT FOR THE DAY. AT THE HOTEL IN BUF, WE MET A CREW FROM ANOTHER AIRLINE WHICH ALSO OPERATED AN ACFT INTO BUF (WITH ANTISKID ON MEL) ABOUT 3 HRS PRIOR TO US. THEY ALSO HAD FLAT SPOTS ON THEIR TIRES. IT HAD BEEN RAINING ON AND OFF DURING THE DAY IN BUF AND WE FLEW THROUGH POCKETS OF RAIN ON FINAL APCH. THE FLT WAS OPERATED ACCORDING TO ALL PROCS AND LIGHT BRAKING WAS APPLIED. AFTER THIS EXPERIENCE, I BELIEVE THAT NO ACFT WITH THE ANTISKID ON MEL SHOULD BE DISPATCHED UNLESS THE RWYS ARE RPTED BARE AND DRY.

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.