Narrative:

On the night of dec/xx/95 while on final for a visual approach for dca runway 36, tower cleared us to land on runway 33. The WX clear, ATIS winds 320 degrees at 10 KTS. I briefed the mt vernon visual approach to runway 36 and approach said we could expect a 5 mi final. The plane was fully configured (gear, full flaps), and medium autobrakes were selected. When the captain called the tower, they cleared us to land on runway 33. I was unsure of how far east of the potomac river I could go to align myself with runway 33, and so I hugged the east bank fairly tight and consequently rolled out on a fairly short final approach. I overshot slightly and corrected back. Autothrottles were in use and speed was 140-145 KTS throughout the maneuvering. As I rolled out on final, the VASI's showed white over white as I corrected. I stabilized on glidepath approximately 500 ft. Once over the runway, I pulled the throttles to idle at approximately 30 ft, and as I flared, I leveled off at about 6 ft above the runway and began to float. I touched down approximately 2500 ft down the runway and applied maximum reverse. Both the captain and I stood on the brakes, and kept the engines in full reverse until approximately 15 KTS ground speed. We stopped abeam the runway turn-off lines as a lot of debris swirled past the cockpit windows. The engines had not compressor stalled, but we were both immediately concerned about engine damage. The captain took the airplane and made a 180 degree left turn to back taxi and exit the runway. We had maintenance inspect the aircraft, no damage was found. Suggestions: ATIS and approach/tower could warn us that runway 33 is in use, and how long it is (5200 ft approximately). On our 10-7 page, a specific note should be made to execute a map if not on the ground by 2000 ft as we have at santa ana (500 ft longer than dca runway 33). I've learned that 5200 ft of runway with a blast fence at the end and at night doesn't give any room for anything less than an ideal landing in the forward portion of the touchdown zone. In the future I won't accept such an approach, and I'll advocate the same idea to the captain I fly with.

Google
 

Original NASA ASRS Text

Title: AT NIGHT, LATE RWY CHANGE FROM TWR, FLC NOT PRE-BRIEFED OR FAMILIAR WITH DETAILS OF NEW RWY, LANDED LONG ON SHORT RWY. HAD TO USE MAX REVERSE AND BRAKES TO STOP. FLC RECOMMENDS MORE ADVANCE NOTICE FROM TWR AND/OR ATIS IN ORDER TO PREPARE BETTER.

Narrative: ON THE NIGHT OF DEC/XX/95 WHILE ON FINAL FOR A VISUAL APCH FOR DCA RWY 36, TWR CLRED US TO LAND ON RWY 33. THE WX CLR, ATIS WINDS 320 DEGS AT 10 KTS. I BRIEFED THE MT VERNON VISUAL APCH TO RWY 36 AND APCH SAID WE COULD EXPECT A 5 MI FINAL. THE PLANE WAS FULLY CONFIGURED (GEAR, FULL FLAPS), AND MEDIUM AUTOBRAKES WERE SELECTED. WHEN THE CAPT CALLED THE TWR, THEY CLRED US TO LAND ON RWY 33. I WAS UNSURE OF HOW FAR E OF THE POTOMAC RIVER I COULD GO TO ALIGN MYSELF WITH RWY 33, AND SO I HUGGED THE EAST BANK FAIRLY TIGHT AND CONSEQUENTLY ROLLED OUT ON A FAIRLY SHORT FINAL APCH. I OVERSHOT SLIGHTLY AND CORRECTED BACK. AUTOTHROTTLES WERE IN USE AND SPD WAS 140-145 KTS THROUGHOUT THE MANEUVERING. AS I ROLLED OUT ON FINAL, THE VASI'S SHOWED WHITE OVER WHITE AS I CORRECTED. I STABILIZED ON GLIDEPATH APPROX 500 FT. ONCE OVER THE RWY, I PULLED THE THROTTLES TO IDLE AT APPROX 30 FT, AND AS I FLARED, I LEVELED OFF AT ABOUT 6 FT ABOVE THE RWY AND BEGAN TO FLOAT. I TOUCHED DOWN APPROX 2500 FT DOWN THE RWY AND APPLIED MAX REVERSE. BOTH THE CAPT AND I STOOD ON THE BRAKES, AND KEPT THE ENGS IN FULL REVERSE UNTIL APPROX 15 KTS GND SPD. WE STOPPED ABEAM THE RWY TURN-OFF LINES AS A LOT OF DEBRIS SWIRLED PAST THE COCKPIT WINDOWS. THE ENGS HAD NOT COMPRESSOR STALLED, BUT WE WERE BOTH IMMEDIATELY CONCERNED ABOUT ENG DAMAGE. THE CAPT TOOK THE AIRPLANE AND MADE A 180 DEG L TURN TO BACK TAXI AND EXIT THE RWY. WE HAD MAINT INSPECT THE ACFT, NO DAMAGE WAS FOUND. SUGGESTIONS: ATIS AND APCH/TWR COULD WARN US THAT RWY 33 IS IN USE, AND HOW LONG IT IS (5200 FT APPROX). ON OUR 10-7 PAGE, A SPECIFIC NOTE SHOULD BE MADE TO EXECUTE A MAP IF NOT ON THE GND BY 2000 FT AS WE HAVE AT SANTA ANA (500 FT LONGER THAN DCA RWY 33). I'VE LEARNED THAT 5200 FT OF RWY WITH A BLAST FENCE AT THE END AND AT NIGHT DOESN'T GIVE ANY ROOM FOR ANYTHING LESS THAN AN IDEAL LNDG IN THE FORWARD PORTION OF THE TOUCHDOWN ZONE. IN THE FUTURE I WON'T ACCEPT SUCH AN APCH, AND I'LL ADVOCATE THE SAME IDEA TO THE CAPT I FLY WITH.

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.