Narrative:

A normal approach and landing was accomplished on runway 36 at sav (first officer at the controls). The landing rollout was normal with decelerating speed callouts by the captain. At approximately 70 KTS and 1500-2000 ft remaining, when captain was about to come on the controls for taxi in, the braking action went to nil. Engine instruments and both hydraulic and pneumatic brake readings were normal. Aircraft anti-skid started cycling with negligible deceleration. A turn off to the taxiway was not attempted, maximum anti-skid braking continued with second application of reverse thrusters. Aircraft came to a stop with nosewheel on asphalt overrun. We elected to have a tug tow us in. There were no injuries, aircraft damage or airfield lighting damage. I believe the aircraft lost traction due to rubber deposits, wet runway and end of runway paint stripes. Supplemental information from acn 389148: the captain made the decision not to attempt the turn off, but to stop straight ahead. Reverse thrust was reapplied and the aircraft came to rest with the nosewheel about 20 ft into the overrun. What can be done to prevent a recurrence is to periodically clean the rubber off the remaining 2000 ft of each runway and use a paint that provides better stopping action. Also put a remark in the NOTAM section warning flcs of reduced to no braking action in the last 2000 ft of the runway.

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Original NASA ASRS Text

Title: A B727-232 SLIDES OFF THE END OF RWY 36 AT SAV ONTO THE OVERRUN BEFORE IT IS STOPPED. THE FLC CITES RUBBER DEPOSITS, PAINTED SURFACES AND STANDING WATER ON THE RWY AS CAUSE OF EVENT. NO DAMAGE FOUND. ACFT TOWED OFF OVERRUN.

Narrative: A NORMAL APCH AND LNDG WAS ACCOMPLISHED ON RWY 36 AT SAV (FO AT THE CTLS). THE LNDG ROLLOUT WAS NORMAL WITH DECELERATING SPD CALLOUTS BY THE CAPT. AT APPROX 70 KTS AND 1500-2000 FT REMAINING, WHEN CAPT WAS ABOUT TO COME ON THE CTLS FOR TAXI IN, THE BRAKING ACTION WENT TO NIL. ENG INSTS AND BOTH HYD AND PNEUMATIC BRAKE READINGS WERE NORMAL. ACFT ANTI-SKID STARTED CYCLING WITH NEGLIGIBLE DECELERATION. A TURN OFF TO THE TXWY WAS NOT ATTEMPTED, MAX ANTI-SKID BRAKING CONTINUED WITH SECOND APPLICATION OF REVERSE THRUSTERS. ACFT CAME TO A STOP WITH NOSEWHEEL ON ASPHALT OVERRUN. WE ELECTED TO HAVE A TUG TOW US IN. THERE WERE NO INJURIES, ACFT DAMAGE OR AIRFIELD LIGHTING DAMAGE. I BELIEVE THE ACFT LOST TRACTION DUE TO RUBBER DEPOSITS, WET RWY AND END OF RWY PAINT STRIPES. SUPPLEMENTAL INFO FROM ACN 389148: THE CAPT MADE THE DECISION NOT TO ATTEMPT THE TURN OFF, BUT TO STOP STRAIGHT AHEAD. REVERSE THRUST WAS REAPPLIED AND THE ACFT CAME TO REST WITH THE NOSEWHEEL ABOUT 20 FT INTO THE OVERRUN. WHAT CAN BE DONE TO PREVENT A RECURRENCE IS TO PERIODICALLY CLEAN THE RUBBER OFF THE REMAINING 2000 FT OF EACH RWY AND USE A PAINT THAT PROVIDES BETTER STOPPING ACTION. ALSO PUT A REMARK IN THE NOTAM SECTION WARNING FLCS OF REDUCED TO NO BRAKING ACTION IN THE LAST 2000 FT OF THE RWY.

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.