Narrative:

I was flying the approach as indicated above. At 1000 ft above mins the aircraft was stabilized on GS and localizer. Briefed approach speed was 130 KTS. Normal flare and touchdown. At this point, normal reverse thrust and braking was initiated. I continued to increase pressure on the brake pedals but no braking action was indicated. I informed the captain of the lack of braking effectiveness and he returned the reverse thrust levers to idle while I continued to apply forward control wheel pressure and increasing the brake pedal pressure. By this time the aircraft had initiated a skid to the right side of the runway. As the skid developed and progressed with the aircraft speed approximately 100 KTS, the aircraft departed the prepared surface approximately 6000 ft down the runway at a 20-30 degree angle off. Some control effectiveness was then regained using the nose wheel steering and brakes. The aircraft was then returned to the runway and brought to a controled stop. We taxied clear and were inspected, pinned and taxied to the ramp. Callback conversation with reporter revealed the following information. Braking action was reported fair-good by mu- meter or james brake decelerometer. Temperature at the time of the incident 33-34 degrees. Claims the airport advised glycol had been put on the runway at midnight. No sanding. Light rain was falling at the time of the landing in the morning. Temperature sensors were built in the runway so it is possible to read the runway temperature. No way of recording this information however. Spoilers had deployed on landing and the captain took the aircraft out of reverse to insure one engine had not failed to go into reverse. Minor damage to the aircraft, it flew out the next day. Flight crew was given ground training and a check ride.

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Original NASA ASRS Text

Title: NO BRAKING ACTION ON LNDG RWY 33. RWY EXCURSION.

Narrative: I WAS FLYING THE APCH AS INDICATED ABOVE. AT 1000 FT ABOVE MINS THE ACFT WAS STABILIZED ON GS AND LOC. BRIEFED APCH SPD WAS 130 KTS. NORMAL FLARE AND TOUCHDOWN. AT THIS POINT, NORMAL REVERSE THRUST AND BRAKING WAS INITIATED. I CONTINUED TO INCREASE PRESSURE ON THE BRAKE PEDALS BUT NO BRAKING ACTION WAS INDICATED. I INFORMED THE CAPT OF THE LACK OF BRAKING EFFECTIVENESS AND HE RETURNED THE REVERSE THRUST LEVERS TO IDLE WHILE I CONTINUED TO APPLY FORWARD CTL WHEEL PRESSURE AND INCREASING THE BRAKE PEDAL PRESSURE. BY THIS TIME THE ACFT HAD INITIATED A SKID TO THE R SIDE OF THE RWY. AS THE SKID DEVELOPED AND PROGRESSED WITH THE ACFT SPD APPROX 100 KTS, THE ACFT DEPARTED THE PREPARED SURFACE APPROX 6000 FT DOWN THE RWY AT A 20-30 DEG ANGLE OFF. SOME CTL EFFECTIVENESS WAS THEN REGAINED USING THE NOSE WHEEL STEERING AND BRAKES. THE ACFT WAS THEN RETURNED TO THE RWY AND BROUGHT TO A CTLED STOP. WE TAXIED CLR AND WERE INSPECTED, PINNED AND TAXIED TO THE RAMP. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO. BRAKING ACTION WAS RPTED FAIR-GOOD BY MU- METER OR JAMES BRAKE DECELEROMETER. TEMP AT THE TIME OF THE INCIDENT 33-34 DEGS. CLAIMS THE ARPT ADVISED GLYCOL HAD BEEN PUT ON THE RWY AT MIDNIGHT. NO SANDING. LIGHT RAIN WAS FALLING AT THE TIME OF THE LNDG IN THE MORNING. TEMP SENSORS WERE BUILT IN THE RWY SO IT IS POSSIBLE TO READ THE RWY TEMP. NO WAY OF RECORDING THIS INFO HOWEVER. SPOILERS HAD DEPLOYED ON LNDG AND THE CAPT TOOK THE ACFT OUT OF REVERSE TO INSURE ONE ENG HAD NOT FAILED TO GO INTO REVERSE. MINOR DAMAGE TO THE ACFT, IT FLEW OUT THE NEXT DAY. FLC WAS GIVEN GND TRAINING AND A CHK RIDE.

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.