Narrative:

Iln WX via ATIS was 310 degrees at 11 KTS, 7 overcast 1 mi -south broken 06/06, altimeter 30.14, tower winds 310 degrees at 11 KTS. On landing roll, aircraft exited the runway onto the overrun due to braking action nil. No damage to aircraft or runway lighting. The approach to iln was flown by first officer. Approach was stable and on speed all the way. I called runway in sight at 700 ft and told him to stay on instruments until closer to runway. Touchdown was in touchdown zone at vref +5 KTS. Spoilers automatically deployed. As briefed during approach, I reminded him to reverse inboards to maximum continuous thrust, then reverse #4 since #1 reverser was inoperative. I took control at 100 KTS, engines #2, #3, and #4 were in reverse and I found poor deceleration (braking). During last 3000 ft, braking action was nil and felt like we accelerated with brakes fully depressed. With #4 engine compressor stalling, we exited the runway into the overrun. Was able to move aircraft slightly to left to avoid runway approach lighting. The last 3000 ft was just treated (treatment unknown) prior to my landing. Landing runway 22L is 9000 ft. Runway 22R closed. Supplemental information from acn 424984: I was first officer on air carrier flight abcd from ewr to iln on jan/xa/99. The WX was 7 overcast and 1 mi visibility in snow with an 11 KT and 80 degree crosswind. The longer runway, runway 22R, was closed for snow removal. (We later learned that the braking action on this runway had recently been reported as nil.) we received a braking action report of 'poor' from a preceding DC9. I performed the approach and landing. The approach was stable and we touched down about 2000 ft down the runway. We used wheel brakes, reversers, and spoilers to slow down effectively to about 100 KTS. At this speed and about 3500 ft remaining, the captain took control. The aircraft then seemed almost to accelerate as our rate of deceleration decreased. With brakes fully depressed, we slid off the end of the runway about 800 ft. We then shut down and called tower. I think it might have helped to have a more objective braking action report than the subjective report from a smaller aircraft. Also, have the overall report for the runway equal to the worse segment of the runway.

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Original NASA ASRS Text

Title: DC8 CREW FOUND NIL BRAKING AFTER LNDG. ACFT SLID OFF THE END OF THE RWY.

Narrative: ILN WX VIA ATIS WAS 310 DEGS AT 11 KTS, 7 OVCST 1 MI -S BROKEN 06/06, ALTIMETER 30.14, TWR WINDS 310 DEGS AT 11 KTS. ON LNDG ROLL, ACFT EXITED THE RWY ONTO THE OVERRUN DUE TO BRAKING ACTION NIL. NO DAMAGE TO ACFT OR RWY LIGHTING. THE APCH TO ILN WAS FLOWN BY FO. APCH WAS STABLE AND ON SPD ALL THE WAY. I CALLED RWY IN SIGHT AT 700 FT AND TOLD HIM TO STAY ON INSTS UNTIL CLOSER TO RWY. TOUCHDOWN WAS IN TOUCHDOWN ZONE AT VREF +5 KTS. SPOILERS AUTOMATICALLY DEPLOYED. AS BRIEFED DURING APCH, I REMINDED HIM TO REVERSE INBOARDS TO MAX CONTINUOUS THRUST, THEN REVERSE #4 SINCE #1 REVERSER WAS INOP. I TOOK CTL AT 100 KTS, ENGS #2, #3, AND #4 WERE IN REVERSE AND I FOUND POOR DECELERATION (BRAKING). DURING LAST 3000 FT, BRAKING ACTION WAS NIL AND FELT LIKE WE ACCELERATED WITH BRAKES FULLY DEPRESSED. WITH #4 ENG COMPRESSOR STALLING, WE EXITED THE RWY INTO THE OVERRUN. WAS ABLE TO MOVE ACFT SLIGHTLY TO L TO AVOID RWY APCH LIGHTING. THE LAST 3000 FT WAS JUST TREATED (TREATMENT UNKNOWN) PRIOR TO MY LNDG. LNDG RWY 22L IS 9000 FT. RWY 22R CLOSED. SUPPLEMENTAL INFO FROM ACN 424984: I WAS FO ON ACR FLT ABCD FROM EWR TO ILN ON JAN/XA/99. THE WX WAS 7 OVCST AND 1 MI VISIBILITY IN SNOW WITH AN 11 KT AND 80 DEG XWIND. THE LONGER RWY, RWY 22R, WAS CLOSED FOR SNOW REMOVAL. (WE LATER LEARNED THAT THE BRAKING ACTION ON THIS RWY HAD RECENTLY BEEN RPTED AS NIL.) WE RECEIVED A BRAKING ACTION RPT OF 'POOR' FROM A PRECEDING DC9. I PERFORMED THE APCH AND LNDG. THE APCH WAS STABLE AND WE TOUCHED DOWN ABOUT 2000 FT DOWN THE RWY. WE USED WHEEL BRAKES, REVERSERS, AND SPOILERS TO SLOW DOWN EFFECTIVELY TO ABOUT 100 KTS. AT THIS SPD AND ABOUT 3500 FT REMAINING, THE CAPT TOOK CTL. THE ACFT THEN SEEMED ALMOST TO ACCELERATE AS OUR RATE OF DECELERATION DECREASED. WITH BRAKES FULLY DEPRESSED, WE SLID OFF THE END OF THE RWY ABOUT 800 FT. WE THEN SHUT DOWN AND CALLED TWR. I THINK IT MIGHT HAVE HELPED TO HAVE A MORE OBJECTIVE BRAKING ACTION RPT THAN THE SUBJECTIVE RPT FROM A SMALLER ACFT. ALSO, HAVE THE OVERALL RPT FOR THE RWY EQUAL TO THE WORSE SEGMENT 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.