|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1801 To 2400|
|Locale Reference||airport : ord|
|Altitude||agl bound lower : 0|
agl bound upper : 0
|Operator||common carrier : air carrier|
|Make Model Name||Large Transport, Low Wing, 3 Turbojet Eng|
|Flight Phase||landing other|
|Affiliation||company : air carrier|
|Function||flight crew : second officer|
|Qualification||pilot : instrument|
pilot : flight engineer
pilot : commercial
|Affiliation||company : air carrier|
|Function||flight crew : first officer|
|Qualification||pilot : atp|
|Experience||flight time last 90 days : 120|
flight time total : 3100
flight time type : 160
other anomaly other
|Independent Detector||other flight crewa|
|Resolutory Action||none taken : unable|
|Air Traffic Incident||other|
At approximately 5 NM on final for runway 9L, all aircraft on tower frequency were advised that braking action on the runway was good, but conditions were icy after turnoff. After a normal landing and speed deceleration the captain had planned to turn off approximately 2000' short of the end of the landing runway when were told by the tower controller to 'take it all the way to the end.' as we reached the end of the runway with approximately 10-15 KTS of forward ground speed, the captain applied the brakes and we began to slide on a solid sheet of very thin ice. The captain applied full thrust reverser on all 3 engines in an effort to stop the aircraft. After sliding through 2 runway end lights. He was able to stop the aircraft approximately 500' into the overrun with the nose approximately 30 degrees to the right of runway heading. Ord airport authorities arrived on the scene and asked us to attempt to turn the aircraft so we could taxi. We attempted 4 times to apply very little thrust and turn the nose, each time sliding straight forward. We elected not to make any more attempts because having the area around the aircraft de-iced was of no assistance and we were concerned about any further maneuvering causing us to exit the prepared surface. Numerous veh's were sliding as they applied sand to the overrun. A company tug was finally able to achieve enough traction to pull us out of the overrun and onto the de-iced runway. After having our landing gear inspected, we started the engines and taxied to parking.
Original NASA ASRS Text
Title: SLID ONTO OVERRUN AREA DUE TO ICE ON RWY.
Narrative: AT APPROX 5 NM ON FINAL FOR RWY 9L, ALL ACFT ON TWR FREQ WERE ADVISED THAT BRAKING ACTION ON THE RWY WAS GOOD, BUT CONDITIONS WERE ICY AFTER TURNOFF. AFTER A NORMAL LNDG AND SPD DECELERATION THE CAPT HAD PLANNED TO TURN OFF APPROX 2000' SHORT OF THE END OF THE LNDG RWY WHEN WERE TOLD BY THE TWR CTLR TO 'TAKE IT ALL THE WAY TO THE END.' AS WE REACHED THE END OF THE RWY WITH APPROX 10-15 KTS OF FORWARD GND SPD, THE CAPT APPLIED THE BRAKES AND WE BEGAN TO SLIDE ON A SOLID SHEET OF VERY THIN ICE. THE CAPT APPLIED FULL THRUST REVERSER ON ALL 3 ENGS IN AN EFFORT TO STOP THE ACFT. AFTER SLIDING THROUGH 2 RWY END LIGHTS. HE WAS ABLE TO STOP THE ACFT APPROX 500' INTO THE OVERRUN WITH THE NOSE APPROX 30 DEGS TO THE RIGHT OF RWY HDG. ORD ARPT AUTHORITIES ARRIVED ON THE SCENE AND ASKED US TO ATTEMPT TO TURN THE ACFT SO WE COULD TAXI. WE ATTEMPTED 4 TIMES TO APPLY VERY LITTLE THRUST AND TURN THE NOSE, EACH TIME SLIDING STRAIGHT FORWARD. WE ELECTED NOT TO MAKE ANY MORE ATTEMPTS BECAUSE HAVING THE AREA AROUND THE ACFT DE-ICED WAS OF NO ASSISTANCE AND WE WERE CONCERNED ABOUT ANY FURTHER MANEUVERING CAUSING US TO EXIT THE PREPARED SURFACE. NUMEROUS VEH'S WERE SLIDING AS THEY APPLIED SAND TO THE OVERRUN. A COMPANY TUG WAS FINALLY ABLE TO ACHIEVE ENOUGH TRACTION TO PULL US OUT OF THE OVERRUN AND ONTO THE DE-ICED RWY. AFTER HAVING OUR LNDG GEAR INSPECTED, WE STARTED THE ENGS AND TAXIED TO PARKING.
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.