Narrative:

Flight was part of regular scheduled air carrier cargo service from mke to msp. Captain line check airman conducting IOE training for first officer. Flight thoroughly planned and briefed prior to departing mke. En route to msp; WX continued to deteriorate to 800 ft ceiling; 4000 ft RVR; winds at worst case 040 degrees at 14 KTS (80 degree crosswind). Crew elected to fly a monitored CAT I ILS; medium autobrakes; flaps 20 degree landing. All data calculated prior to commencing approach for both flaps 20 degree and flaps 40 degree landing. Numerous ATIS received en route via ACARS; no braking action reported. Preflight WX indicated braking action fair; mu readings between 26-35 for runways 12R/12L msp. Aircraft was quite light approximately 227000 pounds landing weight; center of gravity loading was towards the aft; but within limits. Aircraft had maintenance history of #1 engine thrust reverser problems. No MEL or open items. First officer flew approach; planned captain landing in accordance with company policy. Approach was stable. Captain assumed control approximately 350 ft AGL; runway insight; centerline and edge lighting visible; runway markings partially obscured by frozen precipitation. Tower reported braking action fair -- approach end and poor -- mid/rollout to us on final. Touchdown was in touchdown zone (autoplt disconnected approximately 200 ft afe) on centerline; with appropriate procedures for crosswind and runway condition. Medium autobrakes applied and antiskid cycled heavily. With nosewheel on ground; captain applied reverse thrust. Spoilers were deployed and autobrakes functioning. Aircraft puling left hard. Captain disengaged autobrakes and came out of reverse; braked manually; steered and reapplied reverse thrust in accordance with procedure. All captain's efforts were ineffective. Single chime ECAM and left ECAM displayed at some point during rollout and cleared itself. Continued control efforts and steering inputs had no effect. At very slow speed; well below airspeed tape minimums; aircraft departed left side of runway. No damage to aircraft or airport lighting; signage; etc. Crew performed engine shutdown to prevent FOD and abbreviated checklists. Maintenance towed aircraft to gate. Crew thoroughly debriefed by company officials. Callback conversation with reporter revealed the following information: reporter indicated that the runway was reported as 'poor braking' when in fact it appeared to be 'nil braking' as the aircraft began to slow. Reporter stated that although the thrust reverser was noted as a possible problem area; the cvr and fdr indicated that was not a problem. Reporter indicated that the antiskid cycled excessively and that the wind was 13-14 KTS at 80 degrees from heading prior to the runway excursion. Reporter indicated that the aft center of gravity and the fact that the runway was possible 'nil braking' may have been a factor in the nosewheel losing directional control. No damage was reported to the aircraft.

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Original NASA ASRS Text

Title: A300-600 AIRBUS FLT CREW DURING LNDG ROLLOUT ON RWY 12L MSP DEPART L SIDE OF THE RWY PRIOR TO THE ACFT STOPPING.

Narrative: FLT WAS PART OF REGULAR SCHEDULED ACR CARGO SVC FROM MKE TO MSP. CAPT LINE CHK AIRMAN CONDUCTING IOE TRAINING FOR FO. FLT THOROUGHLY PLANNED AND BRIEFED PRIOR TO DEPARTING MKE. ENRTE TO MSP; WX CONTINUED TO DETERIORATE TO 800 FT CEILING; 4000 FT RVR; WINDS AT WORST CASE 040 DEGS AT 14 KTS (80 DEG XWIND). CREW ELECTED TO FLY A MONITORED CAT I ILS; MEDIUM AUTOBRAKES; FLAPS 20 DEG LNDG. ALL DATA CALCULATED PRIOR TO COMMENCING APCH FOR BOTH FLAPS 20 DEG AND FLAPS 40 DEG LNDG. NUMEROUS ATIS RECEIVED ENRTE VIA ACARS; NO BRAKING ACTION RPTED. PREFLT WX INDICATED BRAKING ACTION FAIR; MU READINGS BTWN 26-35 FOR RWYS 12R/12L MSP. ACFT WAS QUITE LIGHT APPROX 227000 LBS LNDG WT; CTR OF GRAVITY LOADING WAS TOWARDS THE AFT; BUT WITHIN LIMITS. ACFT HAD MAINT HISTORY OF #1 ENG THRUST REVERSER PROBS. NO MEL OR OPEN ITEMS. FO FLEW APCH; PLANNED CAPT LNDG IN ACCORDANCE WITH COMPANY POLICY. APCH WAS STABLE. CAPT ASSUMED CTL APPROX 350 FT AGL; RWY INSIGHT; CTRLINE AND EDGE LIGHTING VISIBLE; RWY MARKINGS PARTIALLY OBSCURED BY FROZEN PRECIP. TWR RPTED BRAKING ACTION FAIR -- APCH END AND POOR -- MID/ROLLOUT TO US ON FINAL. TOUCHDOWN WAS IN TOUCHDOWN ZONE (AUTOPLT DISCONNECTED APPROX 200 FT AFE) ON CTRLINE; WITH APPROPRIATE PROCS FOR XWIND AND RWY CONDITION. MEDIUM AUTOBRAKES APPLIED AND ANTISKID CYCLED HEAVILY. WITH NOSEWHEEL ON GND; CAPT APPLIED REVERSE THRUST. SPOILERS WERE DEPLOYED AND AUTOBRAKES FUNCTIONING. ACFT PULING L HARD. CAPT DISENGAGED AUTOBRAKES AND CAME OUT OF REVERSE; BRAKED MANUALLY; STEERED AND REAPPLIED REVERSE THRUST IN ACCORDANCE WITH PROC. ALL CAPT'S EFFORTS WERE INEFFECTIVE. SINGLE CHIME ECAM AND L ECAM DISPLAYED AT SOME POINT DURING ROLLOUT AND CLRED ITSELF. CONTINUED CTL EFFORTS AND STEERING INPUTS HAD NO EFFECT. AT VERY SLOW SPD; WELL BELOW AIRSPD TAPE MINIMUMS; ACFT DEPARTED L SIDE OF RWY. NO DAMAGE TO ACFT OR ARPT LIGHTING; SIGNAGE; ETC. CREW PERFORMED ENG SHUTDOWN TO PREVENT FOD AND ABBREVIATED CHKLISTS. MAINT TOWED ACFT TO GATE. CREW THOROUGHLY DEBRIEFED BY COMPANY OFFICIALS. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: RPTR INDICATED THAT THE RWY WAS RPTED AS 'POOR BRAKING' WHEN IN FACT IT APPEARED TO BE 'NIL BRAKING' AS THE ACFT BEGAN TO SLOW. RPTR STATED THAT ALTHOUGH THE THRUST REVERSER WAS NOTED AS A POSSIBLE PROB AREA; THE CVR AND FDR INDICATED THAT WAS NOT A PROB. RPTR INDICATED THAT THE ANTISKID CYCLED EXCESSIVELY AND THAT THE WIND WAS 13-14 KTS AT 80 DEGS FROM HDG PRIOR TO THE RWY EXCURSION. RPTR INDICATED THAT THE AFT CTR OF GRAVITY AND THE FACT THAT THE RWY WAS POSSIBLE 'NIL BRAKING' MAY HAVE BEEN A FACTOR IN THE NOSEWHEEL LOSING DIRECTIONAL CTL. NO DAMAGE WAS RPTED TO THE ACFT.

Data retrieved from NASA's ASRS site as of January 2009 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.