Narrative:

Charter originally quoted: mor-hky-mpv-hky-mor. Due to WX, flight planned: mor-hky-mtv. Upon checking WX in range, btv had improved to 2700' broken and 20 mi visibility. The WX at mpv had improved to -X 500' broken, 2 mi visibility, and wind 290 degrees at 10 KTS. The braking action was reported as poor at mpv, and fair to poor at btv. I made a decision to make the approach to mpv, upon landing test the braking, if it was sufficient commit to landing. If the braking was insufficient, abort eh landing and execute the missed approach and land at btv. The first officer and I discussed this plan thoroughly. Due to the WX conditions at mpv the only approach possible was the ILS to runway 17. There is no circling on this approach, therefore it would be necessary to land with a 5 KT tailwind component. Taking aircraft weight, temperature and pressure altitude into account, I believed that a safe landing was possible, depending on the accuracy of the braking action report. It was with this line of reasoning that I proceeded to request the approach at mpv. I made the approach and broke out on 2 mi final. While on final approach the runway appeared to be fairly clear. On T/D I deployed the spoilers and began braking. I would categorize the braking on the first half of the runway as fair. At the point at which a go around decision would have to be made, the aircraft was decelerating sufficiently to stop well within the confines of the runway. I committed to a full stop landing at this point. Very soon after this the braking went to nil. I maintained directional control while continuing to brake. The aircraft continued forward past the runway threshold and off the end. The aircraft continued straight approximately 150' into the snow, stopping 50'-75' short of the localizer antenna. I would estimate the aircraft's speed as 30 KTS at the point of runway departure. The area off the end of the runway was covered in 2 1/2' of fresh snow. This decelerated the aircraft to a stop. No one was injured. No damage was done to the aircraft, persons or property. The interruption to the localizer beam was reported simply as an aircraft stuck in front of the antenna. The aircraft was winched out by a wrecker, thoroughly deiced, inspected, taxi tested and flew the remainder of the trip with no other problems. Given that hindsight is 20/20, I should have stayed with my flight as planned ot btv, despite the inconvenience to the passenger. Once I decided to go to mpv, I believe I proceeded with a reasonable plan. After I committed to the full stop landing, based on the braking actin on the first portion of the runway, an aborted landing/ missed approach would have been more dangerous and imprudent.

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Original NASA ASRS Text

Title: FLT CREW OF SMT JET DECIDES TO TRY LNDG AT MPV ON 5000' RWY IN ICY CONDITIONS WITH BRAKING ACTION REPORTED AS POOR AND WITH A 5 KT TAILWIND. ACFT SLID OFF DEP END OF RWY ABOUT 150' INTO SNOW APPROX 2' DEEP. NO INJURIES OR DAMAGE.

Narrative: CHARTER ORIGINALLY QUOTED: MOR-HKY-MPV-HKY-MOR. DUE TO WX, FLT PLANNED: MOR-HKY-MTV. UPON CHKING WX IN RANGE, BTV HAD IMPROVED TO 2700' BROKEN AND 20 MI VISIBILITY. THE WX AT MPV HAD IMPROVED TO -X 500' BROKEN, 2 MI VISIBILITY, AND WIND 290 DEGS AT 10 KTS. THE BRAKING ACTION WAS RPTED AS POOR AT MPV, AND FAIR TO POOR AT BTV. I MADE A DECISION TO MAKE THE APCH TO MPV, UPON LNDG TEST THE BRAKING, IF IT WAS SUFFICIENT COMMIT TO LNDG. IF THE BRAKING WAS INSUFFICIENT, ABORT EH LNDG AND EXECUTE THE MISSED APCH AND LAND AT BTV. THE F/O AND I DISCUSSED THIS PLAN THOROUGHLY. DUE TO THE WX CONDITIONS AT MPV THE ONLY APCH POSSIBLE WAS THE ILS TO RWY 17. THERE IS NO CIRCLING ON THIS APCH, THEREFORE IT WOULD BE NECESSARY TO LAND WITH A 5 KT TAILWIND COMPONENT. TAKING ACFT WT, TEMP AND PRESSURE ALT INTO ACCOUNT, I BELIEVED THAT A SAFE LNDG WAS POSSIBLE, DEPENDING ON THE ACCURACY OF THE BRAKING ACTION RPT. IT WAS WITH THIS LINE OF REASONING THAT I PROCEEDED TO REQUEST THE APCH AT MPV. I MADE THE APCH AND BROKE OUT ON 2 MI FINAL. WHILE ON FINAL APCH THE RWY APPEARED TO BE FAIRLY CLR. ON T/D I DEPLOYED THE SPOILERS AND BEGAN BRAKING. I WOULD CATEGORIZE THE BRAKING ON THE FIRST HALF OF THE RWY AS FAIR. AT THE POINT AT WHICH A GAR DECISION WOULD HAVE TO BE MADE, THE ACFT WAS DECELERATING SUFFICIENTLY TO STOP WELL WITHIN THE CONFINES OF THE RWY. I COMMITTED TO A FULL STOP LNDG AT THIS POINT. VERY SOON AFTER THIS THE BRAKING WENT TO NIL. I MAINTAINED DIRECTIONAL CTL WHILE CONTINUING TO BRAKE. THE ACFT CONTINUED FORWARD PAST THE RWY THRESHOLD AND OFF THE END. THE ACFT CONTINUED STRAIGHT APPROX 150' INTO THE SNOW, STOPPING 50'-75' SHORT OF THE LOC ANTENNA. I WOULD ESTIMATE THE ACFT'S SPD AS 30 KTS AT THE POINT OF RWY DEP. THE AREA OFF THE END OF THE RWY WAS COVERED IN 2 1/2' OF FRESH SNOW. THIS DECELERATED THE ACFT TO A STOP. NO ONE WAS INJURED. NO DAMAGE WAS DONE TO THE ACFT, PERSONS OR PROPERTY. THE INTERRUPTION TO THE LOC BEAM WAS RPTED SIMPLY AS AN ACFT STUCK IN FRONT OF THE ANTENNA. THE ACFT WAS WINCHED OUT BY A WRECKER, THOROUGHLY DEICED, INSPECTED, TAXI TESTED AND FLEW THE REMAINDER OF THE TRIP WITH NO OTHER PROBS. GIVEN THAT HINDSIGHT IS 20/20, I SHOULD HAVE STAYED WITH MY FLT AS PLANNED OT BTV, DESPITE THE INCONVENIENCE TO THE PAX. ONCE I DECIDED TO GO TO MPV, I BELIEVE I PROCEEDED WITH A REASONABLE PLAN. AFTER I COMMITTED TO THE FULL STOP LNDG, BASED ON THE BRAKING ACTIN ON THE FIRST PORTION OF THE RWY, AN ABORTED LNDG/ MISSED APCH WOULD HAVE BEEN MORE DANGEROUS AND IMPRUDENT.

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.