Narrative:

Enroute to ZZZ; ATC informed us; that the visibility at our destination was too low to land. We were put in a holding pattern north of the airport while the captain talked to dispatch about diverting. I was the pilot flying (first officer). After about 20 minutes in holding; ATC said visibility had risen to 5;000 RVR; which was legal to shoot the approach to runway xx. Wind was reported 280 at 8 knots according to the ATIS. We elected to attempt the approach and if we didn't get in; we would divert to our alternate. After holding it was determined we had more than enough fuel to shoot the approach and divert to our alternate if needed. I brought up the fact; that we would have a slight tail wind on landing; but later determined from the flight standards manual that the slight tailwind would not exceed any limitation for the landing runway. We also referenced the landing data for the airport and determined we had enough landing distance to land on runway xx on a snow covered runway. We decided we would shoot the approach seeing how two other aircraft were landing just prior to us. Both aircraft; a boeing 717 and an erj; report braking action as 'fair.' ATC vectored us to intercept the ILS to runway xx and cleared us for the approach. At that time; ATC reported visibility was 4;000 RVR; wind 290 at 8 KTS. Approach was normal and stabilized using the autopilot. At about 100 ft above da; the approach lights came into view and a couple seconds later; the runway environment came into view. I verbalized 'in sight; landing;' and kicked off the autopilot at about da. My captain stated that I was about 5 to 10 KTS fast above vref; but was back on speed before reaching the runway threshold. Upon the flare; I noticed the crosswind kicking in and there were a few aircraft roll oscillations just before touchdown. Despite that; touchdown was within the touchdown zone. Upon the landing roll out; I applied maximum reverse thrust and was light on the brakes; so as to not skid the aircraft. Deceleration seemed to be normal and the captain called out 70 KTS where I began stowing the thrust reverser's while stepping on the brakes a little harder. The captain called 60 KTS; where the reverser's were fully stowed by then and continued to step on the brakes. Below 50 KTS ; controls were transfered to the captain where they continued to slow the aircraft to taxi speed. At this point; there was no concern on my part about not being able to slow the aircraft before the end of the runway. It was below 40 KTS when I realized the runway was very slick. At this point we were near taxiway; xa. Once past the xa turnoff; I still felt we were in position to make the last turnoff of xb. It was just before turning off; I realized that the captain could not slow the aircraft enough to taxi speed as the nose wheel was still skidding. The captain was about to try and make the turn to xb when they realized that doing so would probably have us hitting the REIL's. The captain straightened the aircraft out and at this point and it was clear to me that we were going to continue into the runway overrun area. The aircraft came to a stop about an aircraft length into the overrun area just beyond the REIL's. I estimate there was about 300 ft of overrun area left. The control tower could see us and simply instructed us to make a 180 and taxi via xb and contact ground. From there we taxied to the gate. Upon my post flight walk around; no damage was found on the aircraft. The aircraft never hit any object or debris; nor left any paved surface. While parked at the gate; the flight attendant told me that many passengers applauded after the touchdown. No passenger made a comment about anything unusual in the landing and several even complemented me on my good landing and thanked us for getting them safely to scheduled destination and not diverting elsewhere. The flight attendant stated the only unusual thing she noticed was the lunging of the aircraft during the roll out; most likely due to the anti-skid kicking in. There should have been more reliable braking action reports. ATC stated that mu values were greater than 40; but they never stated how they came to that; whether it was by truck or something else.

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Original NASA ASRS Text

Title: A CRJ200 crew reported landing on an icy runway and because braking action became poor in the last third; overran the runway end. The First Officer noticed several rapid flight control oscillations on final approach.

Narrative: Enroute to ZZZ; ATC informed us; that the visibility at our destination was too low to land. We were put in a holding pattern north of the airport while the Captain talked to Dispatch about diverting. I was the pilot flying (First Officer). After about 20 minutes in holding; ATC said visibility had risen to 5;000 RVR; which was legal to shoot the approach to Runway XX. Wind was reported 280 at 8 knots according to the ATIS. We elected to attempt the approach and if we didn't get in; we would divert to our alternate. After holding it was determined we had more than enough fuel to shoot the approach and divert to our alternate if needed. I brought up the fact; that we would have a slight tail wind on landing; but later determined from the Flight Standards Manual that the slight tailwind would not exceed any limitation for the landing runway. We also referenced the landing data for the airport and determined we had enough landing distance to land on Runway XX on a snow covered runway. We decided we would shoot the approach seeing how two other aircraft were landing just prior to us. Both aircraft; a Boeing 717 and an ERJ; report braking action as 'fair.' ATC vectored us to intercept the ILS to Runway XX and cleared us for the approach. At that time; ATC reported visibility was 4;000 RVR; wind 290 at 8 KTS. Approach was normal and stabilized using the autopilot. At about 100 FT above DA; the approach lights came into view and a couple seconds later; the runway environment came into view. I verbalized 'in sight; landing;' and kicked off the autopilot at about DA. My Captain stated that I was about 5 to 10 KTS fast above Vref; but was back on speed before reaching the runway threshold. Upon the flare; I noticed the crosswind kicking in and there were a few aircraft roll oscillations just before touchdown. Despite that; touchdown was within the touchdown zone. Upon the landing roll out; I applied maximum reverse thrust and was light on the brakes; so as to not skid the aircraft. Deceleration seemed to be normal and the Captain called out 70 KTS where I began stowing the thrust reverser's while stepping on the brakes a little harder. The Captain called 60 KTS; where the reverser's were fully stowed by then and continued to step on the brakes. Below 50 KTS ; controls were transfered to the Captain where they continued to slow the aircraft to taxi speed. At this point; there was no concern on my part about not being able to slow the aircraft before the end of the runway. It was below 40 KTS when I realized the runway was very slick. At this point we were near Taxiway; XA. Once past the XA turnoff; I still felt we were in position to make the last turnoff of XB. It was just before turning off; I realized that the Captain could not slow the aircraft enough to taxi speed as the nose wheel was still skidding. The Captain was about to try and make the turn to XB when they realized that doing so would probably have us hitting the REIL's. The Captain straightened the aircraft out and at this point and it was clear to me that we were going to continue into the runway overrun area. The aircraft came to a stop about an aircraft length into the overrun area just beyond the REIL's. I estimate there was about 300 FT of overrun area left. The Control Tower could see us and simply instructed us to make a 180 and taxi via XB and contact Ground. From there we taxied to the gate. Upon my post flight walk around; no damage was found on the aircraft. The aircraft never hit any object or debris; nor left any paved surface. While parked at the gate; the Flight Attendant told me that many passengers applauded after the touchdown. No passenger made a comment about anything unusual in the landing and several even complemented me on my good landing and thanked us for getting them safely to scheduled destination and not diverting elsewhere. The Flight Attendant stated the only unusual thing she noticed was the lunging of the aircraft during the roll out; most likely due to the anti-skid kicking in. There should have been more reliable braking action reports. ATC stated that MU values were greater than 40; but they never stated how they came to that; whether it was by truck or something else.

Data retrieved from NASA's ASRS site as of April 2012 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.