Narrative:

Landed at chicago O'hare field on runway 4R. Landed long, reversed, used brakes: used heavy braking at end of landing roll. Aircraft stopped with nose hanging over end of runway. All 3 of us pilots thought that we would stop in time to make a normal runway turn off and were all surprised when we did not stop in time. We all 3 thought that there were excessive brake releases at the end of the landing roll. Made a 180 degree turn to the right, then another 90 degree turn to the right to exit runway. I turned in this direction because it seemed that the most turning room was in this direction. Taxied in without incident. All system were normal on taxi to gate. Requested maintenance inspect tires and brakes. We were notified upon arrival at gate that we had broken some ground lights at end of runway. There was damage to 1 nose wheel and 1 main wheel, which I believe were changed. The following is what caused the touchdown to be long. The autoplt was engaged and we were tracking the localizer and GS from 9000 ft- to about 500 ft. Apparently our slats were extended and our flaps were at zero. Our speed was probably about 210 KTS. At that point (500 ft) the ground proximity warning system (GPWS) said 'terrain, gear.' at that moment I ordered, 'gear down.' as the gear came down and the copilot-pilot extended the flap handle to landing position of 35 degrees, I worked with the aircraft to get it on the ground. What happened between 9000 ft and 500 ft? This is the big question. We should not have arrived at 500 ft with gear up and speed at 210 KTS. This is absolutely contrary to SOP and unacceptable flying. To think of it sickens me. During the approach I was relaxed. I don't know for sure, but it seems I had my attention fixed on the runway. It was as if I had tunnel vision with my sight and hearing. A contributing factor may have been that I got 6 hours of sleep the night before and 4 hours of sleep the night before that. However, when I got up in the morning and showered, I felt ok. I seemed to sense, during the approach, that the aircraft was in landing confign with gear down, flaps in landing position and air speed at approach speed. When the warning (GPWS) sounded at 500 ft, I was startled and confused. I couldn't believe that what was happening, was actually happening. 1) although the WX was good and the runway reported dry, I wonder if the end of the runway supplied poor braking because of rubber, oil, paint or possibly de-icing fluid deposits. The condition of the runway should be checked. 2) at 500 ft I should have made a go around, which is SOP. Why didn't I? The oral GPWS warning sounded like a commanded, 'gear.' I responded to this speaker word, gear. Obviously, if a crew gets themselves into this situation, they are not functioning properly. Therefore they probably will not respond at a high level of proficiency. I believe it would be better if the GPWS was programmed in that situation to say 'go around.' this would signal a solution instead of notifying that something is wrong.

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Original NASA ASRS Text

Title: ACR LANDED LONG AND HOT AND WENT TO THE OVERRUN.

Narrative: LANDED AT CHICAGO O'HARE FIELD ON RWY 4R. LANDED LONG, REVERSED, USED BRAKES: USED HVY BRAKING AT END OF LNDG ROLL. ACFT STOPPED WITH NOSE HANGING OVER END OF RWY. ALL 3 OF US PLTS THOUGHT THAT WE WOULD STOP IN TIME TO MAKE A NORMAL RWY TURN OFF AND WERE ALL SURPRISED WHEN WE DID NOT STOP IN TIME. WE ALL 3 THOUGHT THAT THERE WERE EXCESSIVE BRAKE RELEASES AT THE END OF THE LNDG ROLL. MADE A 180 DEG TURN TO THE R, THEN ANOTHER 90 DEG TURN TO THE R TO EXIT RWY. I TURNED IN THIS DIRECTION BECAUSE IT SEEMED THAT THE MOST TURNING ROOM WAS IN THIS DIRECTION. TAXIED IN WITHOUT INCIDENT. ALL SYS WERE NORMAL ON TAXI TO GATE. REQUESTED MAINT INSPECT TIRES AND BRAKES. WE WERE NOTIFIED UPON ARR AT GATE THAT WE HAD BROKEN SOME GND LIGHTS AT END OF RWY. THERE WAS DAMAGE TO 1 NOSE WHEEL AND 1 MAIN WHEEL, WHICH I BELIEVE WERE CHANGED. THE FOLLOWING IS WHAT CAUSED THE TOUCHDOWN TO BE LONG. THE AUTOPLT WAS ENGAGED AND WE WERE TRACKING THE LOC AND GS FROM 9000 FT- TO ABOUT 500 FT. APPARENTLY OUR SLATS WERE EXTENDED AND OUR FLAPS WERE AT ZERO. OUR SPD WAS PROBABLY ABOUT 210 KTS. AT THAT POINT (500 FT) THE GND PROX WARNING SYS (GPWS) SAID 'TERRAIN, GEAR.' AT THAT MOMENT I ORDERED, 'GEAR DOWN.' AS THE GEAR CAME DOWN AND THE COPLT-PLT EXTENDED THE FLAP HANDLE TO LNDG POS OF 35 DEGS, I WORKED WITH THE ACFT TO GET IT ON THE GND. WHAT HAPPENED BTWN 9000 FT AND 500 FT? THIS IS THE BIG QUESTION. WE SHOULD NOT HAVE ARRIVED AT 500 FT WITH GEAR UP AND SPD AT 210 KTS. THIS IS ABSOLUTELY CONTRARY TO SOP AND UNACCEPTABLE FLYING. TO THINK OF IT SICKENS ME. DURING THE APCH I WAS RELAXED. I DON'T KNOW FOR SURE, BUT IT SEEMS I HAD MY ATTN FIXED ON THE RWY. IT WAS AS IF I HAD TUNNEL VISION WITH MY SIGHT AND HEARING. A CONTRIBUTING FACTOR MAY HAVE BEEN THAT I GOT 6 HRS OF SLEEP THE NIGHT BEFORE AND 4 HRS OF SLEEP THE NIGHT BEFORE THAT. HOWEVER, WHEN I GOT UP IN THE MORNING AND SHOWERED, I FELT OK. I SEEMED TO SENSE, DURING THE APCH, THAT THE ACFT WAS IN LNDG CONFIGN WITH GEAR DOWN, FLAPS IN LNDG POS AND AIR SPD AT APCH SPD. WHEN THE WARNING (GPWS) SOUNDED AT 500 FT, I WAS STARTLED AND CONFUSED. I COULDN'T BELIEVE THAT WHAT WAS HAPPENING, WAS ACTUALLY HAPPENING. 1) ALTHOUGH THE WX WAS GOOD AND THE RWY RPTED DRY, I WONDER IF THE END OF THE RWY SUPPLIED POOR BRAKING BECAUSE OF RUBBER, OIL, PAINT OR POSSIBLY DE-ICING FLUID DEPOSITS. THE CONDITION OF THE RWY SHOULD BE CHKED. 2) AT 500 FT I SHOULD HAVE MADE A GAR, WHICH IS SOP. WHY DIDN'T I? THE ORAL GPWS WARNING SOUNDED LIKE A COMMANDED, 'GEAR.' I RESPONDED TO THIS SPEAKER WORD, GEAR. OBVIOUSLY, IF A CREW GETS THEMSELVES INTO THIS SIT, THEY ARE NOT FUNCTIONING PROPERLY. THEREFORE THEY PROBABLY WILL NOT RESPOND AT A HIGH LEVEL OF PROFICIENCY. I BELIEVE IT WOULD BE BETTER IF THE GPWS WAS PROGRAMMED IN THAT SIT TO SAY 'GAR.' THIS WOULD SIGNAL A SOLUTION INSTEAD OF NOTIFYING THAT SOMETHING IS WRONG.

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.