Narrative:

Flight was released with left thrust reverser inoperative and wired down as per the MEL restrictions of no less than 8000 ft runway if runway is reported wet were noted. Note -- we had operated this same aircraft for 2 legs prior to this one without incident but did note that brakes 'chattered' and were a little 'grabby'. Upon arrival at detroit in VFR conditions we were cleared for a visual approach to runway 21L, following a (widebody transport aircraft). We were aware that due to runway construction the last 4000 ft of 21L was closed leaving 6000 ft available, however the runway was dry and we anticipated no problems. The 8000 ft restriction did not apply. We remained approximately 1/2 DOT above GS due to min spacing behind the touchdown was about 1000 ft down the runway at normal speed. Immediately upon brake application there was a loud bang which we later learned was due to a blown left inboard tire. Because of reduced brake effectiveness and limited reduced thrust capability we were unable to stop the airplane in the remaining open portion of the runway, coming to a stop about 1000 ft into the overrun area. Conclusions: in retrospect we probably should have requested a longer runway even though we were perfectly legal for 21L. The combination of having to account for following a 'heavy', limited reverse, and a blown tire probably together caused us to go into the overrun.

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Original NASA ASRS Text

Title: ACR LGT ACFT RAN OFF END OF RWY INTO OVER-RUN AREA DUE TO LOSS OF ACFT CTL.

Narrative: FLT WAS RELEASED WITH L THRUST REVERSER INOPERATIVE AND WIRED DOWN AS PER THE MEL RESTRICTIONS OF NO LESS THAN 8000 FT RWY IF RWY IS RPTED WET WERE NOTED. NOTE -- WE HAD OPERATED THIS SAME ACFT FOR 2 LEGS PRIOR TO THIS ONE WITHOUT INCIDENT BUT DID NOTE THAT BRAKES 'CHATTERED' AND WERE A LITTLE 'GRABBY'. UPON ARR AT DETROIT IN VFR CONDITIONS WE WERE CLRED FOR A VISUAL APCH TO RWY 21L, FOLLOWING A (WDB ACFT). WE WERE AWARE THAT DUE TO RWY CONSTRUCTION THE LAST 4000 FT OF 21L WAS CLOSED LEAVING 6000 FT AVAILABLE, HOWEVER THE RWY WAS DRY AND WE ANTICIPATED NO PROBLEMS. THE 8000 FT RESTRICTION DID NOT APPLY. WE REMAINED APPROX 1/2 DOT ABOVE GS DUE TO MIN SPACING BEHIND THE TOUCHDOWN WAS ABOUT 1000 FT DOWN THE RWY AT NORMAL SPD. IMMEDIATELY UPON BRAKE APPLICATION THERE WAS A LOUD BANG WHICH WE LATER LEARNED WAS DUE TO A BLOWN L INBOARD TIRE. BECAUSE OF REDUCED BRAKE EFFECTIVENESS AND LIMITED REDUCED THRUST CAPABILITY WE WERE UNABLE TO STOP THE AIRPLANE IN THE REMAINING OPEN PORTION OF THE RWY, COMING TO A STOP ABOUT 1000 FT INTO THE OVERRUN AREA. CONCLUSIONS: IN RETROSPECT WE PROBABLY SHOULD HAVE REQUESTED A LONGER RWY EVEN THOUGH WE WERE PERFECTLY LEGAL FOR 21L. THE COMBINATION OF HAVING TO ACCOUNT FOR FOLLOWING A 'HVY', LIMITED REVERSE, AND A BLOWN TIRE PROBABLY TOGETHER CAUSED US TO GO INTO THE OVERRUN.

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.