An air taxi crew taxied on the jac runway 19 overrun because the commercial airport diagram did not ...

Narrative:

[We] approached jac using ILS 19; weather clear and more then 10 mile visibility. Runway appeared clear and dry. Briefed approach and landing runway using [commercial] flight charts [we] referenced airport diagram for jac. Diagram shows available runway landing of 6;300 ft. Diagram depicts A1 taxiway at the end of the runway. Nowhere does the diagram show an overrun area extending beyond the usable runway. The assumption is the full length of the runway that would be visible is available to the end and the pilot would then exit on to A1. Upon touchdown within the first 500 ft of the runway; a smooth transition was made and thrust reversers deployed and moderate braking was applied. Landing and rollout was completely as expected and taxi speed was achieved within the first 5;500 ft of the runway. The remaining roll was continued with the expectation that a turn to the left would be made at the end of the visible runway. As we continued to the end we noticed the left side taxiways were covered in snow. There was no clear cut visual indication of where A1 began. The taxi diagram shows a wide taxiway area at A1. The assumption again by the [commercial chart] diagram is A1 would be at the end of the pavement. We noticed ramp personnel waving us to come in as we became parallel to them. The ramp area extends beyond what we learned is the end of the runway; I stopped the aircraft and looked hard to see that a taxiway was barely visible (due to covered in snow) off my left side. We needed to make a 180 degree turn as the clearest section appeared slightly behind us. When we asked the tower for a 180 degree turn the tower queried us if we were ok. We didn't understand his question at first as the landing through rollout was smooth and as expected. Upon further inquiries; we were advised we had overrun the end of the runway. We could not understand this as the diagram clearly depicts just the usable runway with a left turn on to A1 at the end. Again; on the chart there is no pictorial of any overrun that would look like a continuation of the runway. This clearly led us to continue taxi down the runway looking for A1 at the end. Additionally; once we were notified of the overrun; we had to look very hard to notice runway markings. The runway from threshold to end has very light/gray markings that blend into the environment. There is no clear indication of the overrun until you are already upon it. There is no damage to the aircraft or any indication we exceeded the runway. We did not enter the runoff area beyond 40 ft. We were at taxi speed when we apparently entered the area. The runoff area is a smooth transition from the runway and again appears to be continuous. We were advised another aircraft had a similar issue just 24 hours prior. The ATIS did not mention anything about any issues of rolling out to the end or possible overrun issues. [Commercial chart] should show in there airport/runway diagram the overrun area. Apparently this is an issue at this airport. Runway markings need to be improved and advisory message included in the ATIS and or tower instructions prior to landing. [Commercial chart maker] needs to accurately depict the runway and environment.

Original NASA ASRS Text

Title: An Air Taxi crew taxied on the JAC Runway 19 overrun because the Commercial Airport Diagram did not depict an overrun and then faded markings gave the overrun the appearance of a Runway continuation.

Narrative: [We] approached JAC using ILS 19; weather clear and more then 10 mile visibility. Runway appeared clear and dry. Briefed Approach and landing runway using [Commercial] Flight Charts [we] referenced airport diagram for JAC. Diagram shows available runway landing of 6;300 FT. Diagram depicts A1 Taxiway at the end of the runway. Nowhere does the diagram show an overrun area extending beyond the usable runway. The assumption is the full length of the runway that would be visible is available to the end and the pilot would then exit on to A1. Upon touchdown within the first 500 FT of the runway; a smooth transition was made and thrust reversers deployed and moderate braking was applied. Landing and rollout was completely as expected and taxi speed was achieved within the first 5;500 FT of the runway. The remaining roll was continued with the expectation that a turn to the left would be made at the end of the visible runway. As we continued to the end we noticed the left side taxiways were covered in snow. There was no clear cut visual indication of where A1 began. The taxi diagram shows a wide taxiway area at A1. The assumption again by the [Commercial Chart] diagram is A1 would be at the end of the pavement. We noticed ramp personnel waving us to come in as we became parallel to them. The ramp area extends beyond what we learned is the end of the runway; I stopped the aircraft and looked hard to see that a taxiway was barely visible (due to covered in snow) off my left side. We needed to make a 180 degree turn as the clearest section appeared slightly behind us. When we asked the Tower for a 180 degree turn the Tower queried us if we were OK. We didn't understand his question at first as the landing through rollout was smooth and as expected. Upon further inquiries; we were advised we had overrun the end of the runway. We could not understand this as the diagram clearly depicts just the usable runway with a left turn on to A1 at the end. Again; on the chart there is no pictorial of any overrun that would look like a continuation of the runway. This clearly led us to continue taxi down the runway looking for A1 at the end. Additionally; once we were notified of the overrun; we had to look very hard to notice runway markings. The runway from threshold to end has very light/gray markings that blend into the environment. There is no clear indication of the overrun until you are already upon it. There is no damage to the aircraft or any indication we exceeded the runway. We did not enter the runoff area beyond 40 FT. We were at taxi speed when we apparently entered the area. The runoff area is a smooth transition from the runway and again appears to be continuous. We were advised another aircraft had a similar issue just 24 hours prior. The ATIS did not mention anything about any issues of rolling out to the end or possible overrun issues. [Commercial Chart] should show in there airport/runway diagram the overrun area. Apparently this is an issue at this airport. Runway markings need to be improved and advisory message included in the ATIS and or Tower instructions prior to landing. [Commercial Chart maker] needs to accurately depict the runway and environment.

Data retrieved from NASA's ASRS site as of July 2013 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.

Attributes
ACN	1068059
Time
Date	201302
Local Time Of Day	1201-1800
Place
Locale Reference	JAC.Airport
State Reference	WY
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Make Model Name	Medium Transport Low Wing 2 Turbojet Eng
Operating Under FAR Part	Part 91
Flight Phase	Landing
Flight Plan	IFR
Component
Aircraft Component	Aero Charts
Person 1
Function	Captain Pilot Flying
Qualification	Flight Crew Air Transport Pilot (ATP) Flight Crew Instrument Flight Crew Multiengine Flight Crew Flight Instructor
Experience	Flight Crew Last 90 Days 60 Flight Crew Total 12300 Flight Crew Type 5800
Person 2
Function	First Officer Pilot Not Flying
Qualification	Flight Crew Instrument Flight Crew Air Transport Pilot (ATP) Flight Crew Multiengine
Experience	Flight Crew Last 90 Days 60 Flight Crew Total 4000 Flight Crew Type 800
Events
Anomaly	Ground Excursion Runway

An air taxi crew taxied on the jac runway 19 overrun because the commercial airport diagram did not depict an overrun and then faded markings gave the overrun the appearance of a runway continuation.