Narrative:

Flight was enroute when cleared to descend to 7;000 feet MSL from cruise at 9;000 feet MSL. There was no significant moonlight. The aircraft entered IMC at cloud tops at approximately 8;000 feet MSL; which could be determined by the strobes. After leveling off; center contacted the crew and advised that [destination] had just closed runway xx/xy due to low braking action. Center advised that company requested a diversion to [an alternate airport].captain was pilot flying (PF). At this time; it was observed that ice had accumulated on the aircraft at a faster rate than forecast by approved sources at the time of departure. It was also determined at this time that the aircraft front window deicing panel/plate had become ineffective in preventing ice accumulation; which had not been immediately noticeable in the dark IMC. Accurate forward visibility was therefore not determinable; although some ice/frost accumulation was observable on the forward aircraft windows.PF considered multiple factors; including; but not limited to; cockpit resources needed to reconfigure for an approach at [a company-recommended alternate]; field familiarity; ASOS weather reports; nexrad displays; airport lighting facilities to appropriate runways; arff and emergency resources available; and crew experience. PF is an FAA-licensed ATP single-engine sea pilot; and is highly experienced with zero braking action operations in this type aircraft. PF had operated at [destination airport] earlier in the day and was familiar with how it had been cleared of snow and where runway plow furls were located; etc. Crew was not familiar with the conditions at [the company-recommended alternate] throughout this day of relatively extreme winter weather.concurrent with these events; moderate rime ice had begun to accumulate on the aircraft in addition to the indeterminable restricted forward visibility. PF opted to trade altitude for necessary continued airspeed; engage all available deicing equipment and to continue as planned (and previously loaded in nav systems) to a MALSR-illuminated runway at [original destination]; with which he is highly familiar.approach was properly stabilized and landing was made without abnormality nor incident. Taxiing was also without abnormality or incident. The only unusual announcement by crew was that passengers were advised to proceed with caution on the airport ramp due to ice on the ground. Passengers only commented on the poor weather and several thanked the crew for the flight. Aircraft was properly secured on ramp. Company was notified appropriately per fom and de-ice panel was documented for maintenance. No injuries or damage to persons; aircraft or facility.

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Original NASA ASRS Text

Title: C208 pilot reported landing on a closed runway as the safest option given the weather conditions at the time.

Narrative: Flight was enroute when cleared to descend to 7;000 feet MSL from cruise at 9;000 feet MSL. There was no significant moonlight. The aircraft entered IMC at cloud tops at approximately 8;000 feet MSL; which could be determined by the strobes. After leveling off; Center contacted the crew and advised that [destination] had just closed Runway XX/XY due to low braking action. Center advised that company requested a diversion to [an alternate airport].Captain was Pilot Flying (PF). At this time; it was observed that ice had accumulated on the aircraft at a faster rate than forecast by approved sources at the time of departure. It was also determined at this time that the aircraft front window deicing panel/plate had become ineffective in preventing ice accumulation; which had not been immediately noticeable in the dark IMC. Accurate forward visibility was therefore not determinable; although some ice/frost accumulation was observable on the forward aircraft windows.PF considered multiple factors; including; but not limited to; cockpit resources needed to reconfigure for an approach at [a company-recommended alternate]; field familiarity; ASOS weather reports; NexRad displays; airport lighting facilities to appropriate runways; ARFF and emergency resources available; and crew experience. PF is an FAA-licensed ATP single-engine sea pilot; and is highly experienced with zero braking action operations in this type aircraft. PF had operated at [destination airport] earlier in the day and was familiar with how it had been cleared of snow and where runway plow furls were located; etc. Crew was not familiar with the conditions at [the company-recommended alternate] throughout this day of relatively extreme winter weather.Concurrent with these events; moderate rime ice had begun to accumulate on the aircraft in addition to the indeterminable restricted forward visibility. PF opted to trade altitude for necessary continued airspeed; engage all available deicing equipment and to continue as planned (and previously loaded in nav systems) to a MALSR-illuminated Runway at [original destination]; with which he is highly familiar.Approach was properly stabilized and landing was made without abnormality nor incident. Taxiing was also without abnormality or incident. The only unusual announcement by crew was that passengers were advised to proceed with caution on the airport ramp due to ice on the ground. Passengers only commented on the poor weather and several thanked the crew for the flight. Aircraft was properly secured on ramp. Company was notified appropriately per FOM and de-ice panel was documented for maintenance. No injuries or damage to persons; aircraft or facility.

Data retrieved from NASA's ASRS site 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.