Narrative:

We were told to expect vectors to final for the ILS to runway 10. I briefed a visual approach backed up by the ILS. A few minutes later; approach control informed us to turn to a new heading and expect vectors for the ILS to runway 8. We quickly changed the approach in the FMC. When within 10 miles and on a modified downwind at 3000 ft; I slowed the aircraft from 240 KTS to 220 KTS. A few seconds later; ATC called and gave us another heading that was immediately followed by a final vector. I asked for slats extend and then flaps 15. We turned to intercept final; and I called for gear down; as we were a bit high and fast based on my calculations. We intercepted final approach course above the glideslope but quickly started down. Going through 500 ft; we were on speed on glideslope. We made a normal landing within the touchdown zone with medium auto brakes set. During the roll out; I applied manual braking to expedite getting to taxi speed. Rolling past S7 I asked the first officer to reference his airport diagram and tell me if the isolation alternate; at the end of the runway was sufficient for aircraft reversal. We both noticed construction at the end of the runway and the first officer stated that we could not reverse course there. We called tower and asked for instructions to taxi to our ramp. Tower instructed us to perform a 180 degree turn and exit the runway at S7. I eased over to the left of the runway to afford me enough distance on the right to reverse course while keeping the main mounts out of the mud. I turned right sharply monitoring my speed as to control the radius of the turn. During the turn; the first officer and I kept in mind the distance of the nose wheel behind our seats. We continued the turn for about 120-135 degrees until I felt the nose wheel was off solid ground. I closed the thrust levers; set the parking brake; informed the tower and asked for assistance. Assistance arrived 20 minutes later and took approximately 4 hours to maneuver the aircraft nose wheel out of the mud. Lessons learned: during the rollout; I should have applied manual brakes more aggressively to enable an exit at the desired taxiway. Instead of depending on the first officer's knowledge; even though he had been to the field before; I should have asked tower if we would be permitted to turn around at the isolation alternate area. I really tried exercising my good judgment in performing this maneuver but it did not work to my full advantage this time. Next time; I will request a tow while sitting on the runway and out of the mud.

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Original NASA ASRS Text

Title: Unable to stop in time to exit at the last exit; a widebody aircraft at suffered a runway excursion attempting to do a 180 on the runway.

Narrative: We were told to expect vectors to final for the ILS to Runway 10. I briefed a visual approach backed up by the ILS. A few minutes later; Approach Control informed us to turn to a new heading and expect vectors for the ILS to Runway 8. We quickly changed the approach in the FMC. When within 10 miles and on a modified downwind at 3000 FT; I slowed the aircraft from 240 KTS to 220 KTS. A few seconds later; ATC called and gave us another heading that was immediately followed by a final vector. I asked for slats extend and then Flaps 15. We turned to intercept final; and I called for gear down; as we were a bit high and fast based on my calculations. We intercepted final approach course above the glideslope but quickly started down. Going through 500 FT; we were on speed on glideslope. We made a normal landing within the touchdown zone with medium auto brakes set. During the roll out; I applied manual braking to expedite getting to taxi speed. Rolling past S7 I asked the First Officer to reference his airport diagram and tell me if the isolation alternate; at the end of the runway was sufficient for aircraft reversal. We both noticed construction at the end of the runway and the First Officer stated that we could not reverse course there. We called tower and asked for instructions to taxi to our ramp. Tower instructed us to perform a 180 degree turn and exit the runway at S7. I eased over to the left of the runway to afford me enough distance on the right to reverse course while keeping the main mounts out of the mud. I turned right sharply monitoring my speed as to control the radius of the turn. During the turn; the First Officer and I kept in mind the distance of the nose wheel behind our seats. We continued the turn for about 120-135 degrees until I felt the nose wheel was off solid ground. I closed the thrust levers; set the parking brake; informed the tower and asked for assistance. Assistance arrived 20 minutes later and took approximately 4 hours to maneuver the aircraft nose wheel out of the mud. Lessons learned: During the rollout; I should have applied manual brakes more aggressively to enable an exit at the desired taxiway. Instead of depending on the First Officer's knowledge; even though he had been to the field before; I should have asked tower if we would be permitted to turn around at the isolation alternate area. I really tried exercising my good judgment in performing this maneuver but it did not work to my full advantage this time. Next time; I will request a tow while sitting on the runway and out of the mud.

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.