|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1201 To 1800|
|Locale Reference||airport : btr|
|Altitude||agl bound lower : 0|
agl bound upper : 0
|Operator||common carrier : air carrier|
|Make Model Name||Medium Large Transport, Low Wing, 2 Turbojet Eng|
|Navigation In Use||Other|
|Flight Phase||landing other|
|Affiliation||company : air carrier|
|Function||flight crew : captain|
oversight : pic
|Qualification||pilot : atp|
|Experience||flight time last 90 days : 155|
flight time total : 21000
flight time type : 1900
|Anomaly||other anomaly other|
|Independent Detector||other flight crewa|
|Resolutory Action||none taken : unable|
|Consequence||faa : reviewed incident with flight crew|
|Air Traffic Incident||other|
The landing runway on the ATIS was a back course localizer 4L with increased minima due to construction. Approach control advised we could be using the ILS 22R with an 8 KT tailwind due to deteriorating WX (rain/fog). An expedited descent was accomplished and 180 KTS assigned to the OM. We had runway in sight at approximately 500/1 and T/D was west/O incident. I believe we may have been the first commercial aircraft to land after the runway change and there were 3 trailing jets on approach control frequency. We were configured with full (40 degree) flaps, automatic braking armed and approach speed of 132 KTS. At approximately 80 KTS with 2500+' remaining, the automatic brakes were disengaged due to poor deceleration. Braking action was nil at this point and reverse thrust was increased back up to 1.8 EPR and kept there until below 60 KTS when braking action became acceptable. We used almost all the available runway and advised the tower that braking action was poor at best. The next aircraft was alerted for a possible go around and acknowledged our braking action report. We cleared the runway in sufficient time for that aircraft to land safely and heard the next aircraft receive the advisory before changing to ground control. The fourth aircraft went off the end some 200-300' in the mud. Meanwhile our momentum precluded the hard 180 degree turn onto taxiway a and we had to use taxiway C, so utilizing wing walkers through the GA parking area.
Original NASA ASRS Text
Title: ACR MLG REPORTED BRAKING POOR AFTER LNDG AT BTR. BRAKING ACTION REPORTED TO NEXT 2 ACFT AND REPORT OVERHEARD BY REPORTER VIA PARTYLINE. FOURTH ACFT IN STRING HAD RWY EXCURSION. SEE ACN 101549 AND 101772.
Narrative: THE LNDG RWY ON THE ATIS WAS A BACK COURSE LOC 4L WITH INCREASED MINIMA DUE TO CONSTRUCTION. APCH CTL ADVISED WE COULD BE USING THE ILS 22R WITH AN 8 KT TAILWIND DUE TO DETERIORATING WX (RAIN/FOG). AN EXPEDITED DSCNT WAS ACCOMPLISHED AND 180 KTS ASSIGNED TO THE OM. WE HAD RWY IN SIGHT AT APPROX 500/1 AND T/D WAS W/O INCIDENT. I BELIEVE WE MAY HAVE BEEN THE FIRST COMMERCIAL ACFT TO LAND AFTER THE RWY CHANGE AND THERE WERE 3 TRAILING JETS ON APCH CTL FREQ. WE WERE CONFIGURED WITH FULL (40 DEG) FLAPS, AUTO BRAKING ARMED AND APCH SPD OF 132 KTS. AT APPROX 80 KTS WITH 2500+' REMAINING, THE AUTO BRAKES WERE DISENGAGED DUE TO POOR DECELERATION. BRAKING ACTION WAS NIL AT THIS POINT AND REVERSE THRUST WAS INCREASED BACK UP TO 1.8 EPR AND KEPT THERE UNTIL BELOW 60 KTS WHEN BRAKING ACTION BECAME ACCEPTABLE. WE USED ALMOST ALL THE AVAILABLE RWY AND ADVISED THE TWR THAT BRAKING ACTION WAS POOR AT BEST. THE NEXT ACFT WAS ALERTED FOR A POSSIBLE GAR AND ACKNOWLEDGED OUR BRAKING ACTION RPT. WE CLRED THE RWY IN SUFFICIENT TIME FOR THAT ACFT TO LAND SAFELY AND HEARD THE NEXT ACFT RECEIVE THE ADVISORY BEFORE CHANGING TO GND CTL. THE FOURTH ACFT WENT OFF THE END SOME 200-300' IN THE MUD. MEANWHILE OUR MOMENTUM PRECLUDED THE HARD 180 DEG TURN ONTO TXWY A AND WE HAD TO USE TXWY C, SO UTILIZING WING WALKERS THROUGH THE GA PARKING AREA.
Data retrieved from NASA's ASRS site as of August 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.