Narrative:

On mar/mon/96, I was flying an air carrier aircraft from bwi to atl, as first officer on a B757. Our scheduled departure was at XA00, but company operations delayed us on the ground for 1 1/2 hours due to thunderstorms approaching atl. Naturally, by the time we did get to atl the thunderstorms were overhead the field. We were being vectored around the field from the northeast arrival gate to the west for an approach to runway 8L. During the course of that vectoring we got beat up pretty badly trying to negotiate between 2 cells. By now we were in the 'get it on the ground mode.' while west of the field our runway got changed since the cell over the runways 9L/right moved north and over runways 8L/right. We quickly set up the FMS for ILS runway 9R at low altitude, 15 NM out on final. After being cleared for the approach and intercepting the localizer, the ILS went down from a lightning strike. Pandemonium struck the airwaves next, but we followed someone else's lead and called for a visual approach in marginal VFR. Then on final approach at 500 ft tower called the winds 230 degrees at 17 KTS. But with the mindset we were in, rational thought did not appear. It's obvious to me now that that is greater than 10 KTS of tailwind with a very wet runway. But right then I was just judging my captain's comfort level since he was flying, rather than going by the book. So we continued! The captain struggled with windshear all the way to the flare. Floated it 1/2 way down the runway before touchdown. One reverser didn't deploy and the other reverser was drifting us off centerline. Now on brakes only, we stopped in the last 1000 ft of rain soaked, rubber deposited runway. Stupid! Moral of the story: don't trust other's comfort level. Limitations and FARS are there for a reason.

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Original NASA ASRS Text

Title: AN ACR FLC LANDS ON A WET RWY WITH A STRONG TAILWIND, FLOATING HALF WAY DOWN BEFORE TOUCHDOWN, AND STOPS IN THE LAST 1000 FT.

Narrative: ON MAR/MON/96, I WAS FLYING AN ACR ACFT FROM BWI TO ATL, AS FO ON A B757. OUR SCHEDULED DEP WAS AT XA00, BUT COMPANY OPS DELAYED US ON THE GND FOR 1 1/2 HRS DUE TO TSTMS APCHING ATL. NATURALLY, BY THE TIME WE DID GET TO ATL THE TSTMS WERE OVERHEAD THE FIELD. WE WERE BEING VECTORED AROUND THE FIELD FROM THE NE ARR GATE TO THE W FOR AN APCH TO RWY 8L. DURING THE COURSE OF THAT VECTORING WE GOT BEAT UP PRETTY BADLY TRYING TO NEGOTIATE BTWN 2 CELLS. BY NOW WE WERE IN THE 'GET IT ON THE GND MODE.' WHILE W OF THE FIELD OUR RWY GOT CHANGED SINCE THE CELL OVER THE RWYS 9L/R MOVED N AND OVER RWYS 8L/R. WE QUICKLY SET UP THE FMS FOR ILS RWY 9R AT LOW ALT, 15 NM OUT ON FINAL. AFTER BEING CLRED FOR THE APCH AND INTERCEPTING THE LOC, THE ILS WENT DOWN FROM A LIGHTNING STRIKE. PANDEMONIUM STRUCK THE AIRWAVES NEXT, BUT WE FOLLOWED SOMEONE ELSE'S LEAD AND CALLED FOR A VISUAL APCH IN MARGINAL VFR. THEN ON FINAL APCH AT 500 FT TWR CALLED THE WINDS 230 DEGS AT 17 KTS. BUT WITH THE MINDSET WE WERE IN, RATIONAL THOUGHT DID NOT APPEAR. IT'S OBVIOUS TO ME NOW THAT THAT IS GREATER THAN 10 KTS OF TAILWIND WITH A VERY WET RWY. BUT RIGHT THEN I WAS JUST JUDGING MY CAPT'S COMFORT LEVEL SINCE HE WAS FLYING, RATHER THAN GOING BY THE BOOK. SO WE CONTINUED! THE CAPT STRUGGLED WITH WINDSHEAR ALL THE WAY TO THE FLARE. FLOATED IT 1/2 WAY DOWN THE RWY BEFORE TOUCHDOWN. ONE REVERSER DIDN'T DEPLOY AND THE OTHER REVERSER WAS DRIFTING US OFF CTRLINE. NOW ON BRAKES ONLY, WE STOPPED IN THE LAST 1000 FT OF RAIN SOAKED, RUBBER DEPOSITED RWY. STUPID! MORAL OF THE STORY: DON'T TRUST OTHER'S COMFORT LEVEL. LIMITATIONS AND FARS ARE THERE FOR A REASON.

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.