2026-01 · NASA ASRS report 2323915
Air carrier flight crew reported difficulties with directional control and stopping during landing. Crew reported possibly striking a runway edge light.
While under vectors for approach into ZZZ ATC told to expect ILS XXR after a few runway changes as more runways opened for landing. The Captain had earlier done a thorough threat forward brief prior to descent highlighting the gusty winds; potential for wind shear; briefed wind shear escape maneuvers; changing braking actions; as well as the reduced visibility; snow and blowing snow. Captain did a revised brief to XXR highlighting the shorter runway; and offset for the approach. New landing data was ordered and auto brakes 3 selected. The latest ATIS was reporting runway conditions for XXR as 5/5/5 (good braking action) and gusty winds. ATC informed us visibility was 2600 ft and winds were 350 at 22kts. On short final we were informed previous aircraft reported braking action as 4. We had ground contact prior to 1500 ft; the approach lights in sight above 500 ft and the runway in sight prior to minimums. We had a stable approach and landed in the touchdown zone and applied max reverse. The autobrakes were engaged but aircraft was having a hard time slowing in the snow and slipping. We received the 2000 feet remaining" aural message and Captain started applying max braking and continued max reverse. Captain noted how mushy the braking was and continued to try and keep directional control as we were slipping. We received "1000 feet remaining" aural message and continued to keep braking and max reverse. We got to the end of the runway still at max reverse and brakes and were slow enough to start a gentle turn. It appeared as the nose wheel went passed the runway end lights but we were able to turn onto taxiway 1 and successfully stopped the aircraft on 1. We weren't certain if we had hit any runway end lights based on the angle of the plane and nose wheel location. There were no abnormal engine indications and the aircraft was taxiing normally. We informed tower the braking action was poor and of the situation and said we may have clipped a runway end light; we were able to continue taxiing to the gate. Aircraft landing after us on XXR stated braking action was poor and confirmed that a couple runway end lights were hit. We continued a safe taxi to the gate. We made an ELB (Electronic Logbook) entry and informed maintenance to come inspect the aircraft. No injuries were reported. The First Officer and Captain both went outside to walk around the aircraft and noticed a couple scratches on the right underside of the number 2 engine cowling. Maintenance inspected the aircraft and returned it to service shortly after the inspection."
On arrival to ZZZ; holding was given with the expectation of runway XXC. The winds were gusting close to the limit for the reported FICON (Field Conditions) of 5/5/5 (good braking action) as a snow squall moved past the area. The captain developed a contingency plan with dispatch to proceed to the alternate and conducted a threat briefing where visibility; LLWS; crosswind limits and associated breaking action were referenced. During the hold; the landing runway went to FICON 3/3/3 (medium braking action) which prompted a change to runway XYC. The new runway was set up; landing data obtained and briefed by the captain. After holding for 10 mins center asked if we would accept XXR with a FICON of 5/5/5 and associated METAR winds. We agreed and proceeded to set up and brief the ILS XXR. Landing data was obtained and auto brakes of 3 were selected due to the change in runway length; winds; and FICON. On final tower informed us that the preceding aircraft was the first in and asked them the breaking action. It was reported as 4. Ground reference was available at 2600 feet and the runway insight above mins. At 500 feet; the aircraft was stable and winds reported by tower were below mins for medium breaking action. The captain touched down and immediately applied max reverse. The runway was covered in snow; obscuring the markings however the preceding aircrafts path was visible and was the approximate TD (Touchdown) point. At 80 knots the captain kept the reverse at max as the aircraft reached midfield. Approaching the end of the runway; the aircraft made a slight turn toward the exit taxiway as the nose wheel missed but crossed a runway edge or start of the taxi edge lights and came to a stop. The captain then stowed the reverse and drove the aircraft to the center of the exit taxiway 1. Tower was advised that braking action was poor and that an inspection of the lighting system would likely be required. The following aircraft confirmed poor breaking action and that there was a bent edge light. Both crew members inspected the aircraft during the post flight and found a scratch on the outboard side of the right engine nacelle.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.
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