Narrative:

On landing in ZZZ with runway value of 34/35/34; we were on speed and on the runway on the first 1;000 ft with the first officer making the landing and were decelerating normally. The autobrakes were set to maximum and at about 110 KTS the 'autobrake disarm' light came on as the first officer took over with manual brakes. I could feel the antiskid releasing as the wheels started to skid. At about 70 KTS airspeed I took over the controls when the first officer had started to decrease the reversers. I had the full feel of the brakes which at this point were releasing and pulled the reversers up to about 80%. The aircraft was stopping at a slow rate with the antiskid releasing. I kept the reverse up to about 80% until stopping was assured. I believe without the reverse we would not have been able to stop with brakes alone. During stopping with high reverse power we had ingested FOD into the air inlets and it caused smoke in the cabin and cockpit. We looked at our engine instruments which were normal and made a PA to remain seated. We also told the passengers what the cause of the smoke was. The flight attendants called at that time and we asked them how bad the smoke was and gave a short explanation of what the smoke was from. I slowly got the jet turned around and back-taxied to the taxiway turnoff. While taxiing in to the ramp; it became so slippery that the only way to control the jet was with the reverse thrust. I got the jet stopped and called the state to come out and sand in front of the jet and into the ramp. After the state sanded; I then taxied to the ramp. We told the passengers why we had smoke in the jet and debriefed with the flight attendants. We inspected the engine blades and found damage to both engine blades. The right engine had the most damage. We took pictures of the damaged blades of the right engine and sent them to maintenance control.

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Original NASA ASRS Text

Title: B737 Captain reports difficulty stopping after landing on runway with braking action reported as 34/35/34. Reverse thrust is used to a complete stop as brakes are ineffective. Engine damage from FOD results.

Narrative: On landing in ZZZ with runway value of 34/35/34; we were on speed and on the runway on the first 1;000 FT with the First Officer making the landing and were decelerating normally. The autobrakes were set to maximum and at about 110 KTS the 'autobrake disarm' light came on as the First Officer took over with manual brakes. I could feel the antiskid releasing as the wheels started to skid. At about 70 KTS airspeed I took over the controls when the First Officer had started to decrease the reversers. I had the full feel of the brakes which at this point were releasing and pulled the reversers up to about 80%. The aircraft was stopping at a slow rate with the antiskid releasing. I kept the reverse up to about 80% until stopping was assured. I believe without the reverse we would not have been able to stop with brakes alone. During stopping with high reverse power we had ingested FOD into the air inlets and it caused smoke in the cabin and cockpit. We looked at our engine instruments which were normal and made a PA to remain seated. We also told the passengers what the cause of the smoke was. The Flight Attendants called at that time and we asked them how bad the smoke was and gave a short explanation of what the smoke was from. I slowly got the jet turned around and back-taxied to the taxiway turnoff. While taxiing in to the ramp; it became so slippery that the only way to control the jet was with the reverse thrust. I got the jet stopped and called the State to come out and sand in front of the jet and into the ramp. After the State sanded; I then taxied to the ramp. We told the passengers why we had smoke in the jet and debriefed with the Flight Attendants. We inspected the engine blades and found damage to both engine blades. The right engine had the most damage. We took pictures of the damaged blades of the right engine and sent them to Maintenance Control.

Data retrieved from NASA's ASRS site as of April 2012 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.