Narrative:

The IFR flight plan (oklahoma city, okc to palwaukee pwk) was terminated approximately 5 NM west of pwk. Conditions were VFR and clear and airport was in plain view. A normal visual approach was made, culminating in a normal landing on the runway centerline. On landing rollout the aircraft tires were not able to maintain traction on the runway. The aircraft slid and skidded to the left, running parallel to the left edge of the runway. Despite power application and rudder corrections, the aircraft was not able to be recentered on the runway. The left main landing gear contacted a snow bank along the left side of the runway. The drag on the left main gear caused it to slow and the aircraft rotated to the left approximately 100 degrees, sliding sideways until coming to a rest. Fuel, electrical and other aircraft system were immediately turned off and the crew left the aircraft. Upon leaving the aircraft, both crew members noted the condition of the aircraft as well as the condition of the runway. The runway was slippery. The pilot and copilot telephoned '911' and the FAA immediately. On this particular occasion, during letdown from an otherwise uneventful night IFR flight, and while the aircraft was approximately 100 NM from destination, the aircraft encountered icing for approximately 1 min. The quantity of ice was insufficient to require that the wing de-icing boots be turned on. However, the left and right windshields were totally crystalized. The left windshield's heated portion was cleared. However, the right windshield was not able to be cleared. The aircraft's side windows were unobstructed. WX advisories during preflight did not forecast icing conditions en route or at destination although there is always a potential for icing during winter flying. Pwk was reporting VFR. Although it had snowed the day before (8-12 inches), the runway had been plowed and was clear. There were no advisories or NOTAMS concerning runway condition or braking reports. Ground temperature at pwk was approximately 9 degrees F. The aircraft involved in the incident is equipped with all anti-ice and de-ice equipment for operation in known or forecast icing conditions, including heated pilot's windshield (left side). The heated portion consists of a 6 inch band across the windshield. The copilot's windshield is unheated. This aircraft has been operated in icing conditions on several occasions in the past without difficulty or incident. The anti-ice and de-ice equipment has always performed adequately. While it is difficult to attribute a cause for this incident which is presently under investigation, the following may have been contributing factors: 1) impaired visibility caused by inability of aircraft equipment to clear entire windshield, and 2) runway condition which had not been reported to flight crew. The frozen runway surface together with intermittent light snow showers near destination airport observed by the pilot and copilot may have created a slick area at the point that the wheels contacted the runway. Callback conversation with reporter revealed the following information: reporter reiterated that he got a full flight briefing at okc. He did not specifically state whether or not he had requested them. With the tower closed, there was no ATIS. They did not use unicom but the first officer did make broadcasts on CTAF frequency. The aircraft was damaged. Upon leaving the aircraft, they both ran to the hangar, one to call ATC and the other to call the fire department.

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Original NASA ASRS Text

Title: SMT LANDS ON ICY RWY, LOSES DIRECTIONAL CTL AND DRIFTS INTO A SNOW BANK.

Narrative: THE IFR FLT PLAN (OKLAHOMA CITY, OKC TO PALWAUKEE PWK) WAS TERMINATED APPROX 5 NM W OF PWK. CONDITIONS WERE VFR AND CLR AND ARPT WAS IN PLAIN VIEW. A NORMAL VISUAL APCH WAS MADE, CULMINATING IN A NORMAL LNDG ON THE RWY CENTERLINE. ON LNDG ROLLOUT THE ACFT TIRES WERE NOT ABLE TO MAINTAIN TRACTION ON THE RWY. THE ACFT SLID AND SKIDDED TO THE L, RUNNING PARALLEL TO THE L EDGE OF THE RWY. DESPITE PWR APPLICATION AND RUDDER CORRECTIONS, THE ACFT WAS NOT ABLE TO BE RECENTERED ON THE RWY. THE L MAIN LNDG GEAR CONTACTED A SNOW BANK ALONG THE L SIDE OF THE RWY. THE DRAG ON THE L MAIN GEAR CAUSED IT TO SLOW AND THE ACFT ROTATED TO THE L APPROX 100 DEGS, SLIDING SIDEWAYS UNTIL COMING TO A REST. FUEL, ELECTRICAL AND OTHER ACFT SYS WERE IMMEDIATELY TURNED OFF AND THE CREW LEFT THE ACFT. UPON LEAVING THE ACFT, BOTH CREW MEMBERS NOTED THE CONDITION OF THE ACFT AS WELL AS THE CONDITION OF THE RWY. THE RWY WAS SLIPPERY. THE PLT AND COPLT TELEPHONED '911' AND THE FAA IMMEDIATELY. ON THIS PARTICULAR OCCASION, DURING LETDOWN FROM AN OTHERWISE UNEVENTFUL NIGHT IFR FLT, AND WHILE THE ACFT WAS APPROX 100 NM FROM DEST, THE ACFT ENCOUNTERED ICING FOR APPROX 1 MIN. THE QUANTITY OF ICE WAS INSUFFICIENT TO REQUIRE THAT THE WING DE-ICING BOOTS BE TURNED ON. HOWEVER, THE L AND R WINDSHIELDS WERE TOTALLY CRYSTALIZED. THE L WINDSHIELD'S HEATED PORTION WAS CLRED. HOWEVER, THE R WINDSHIELD WAS NOT ABLE TO BE CLRED. THE ACFT'S SIDE WINDOWS WERE UNOBSTRUCTED. WX ADVISORIES DURING PREFLT DID NOT FORECAST ICING CONDITIONS ENRTE OR AT DEST ALTHOUGH THERE IS ALWAYS A POTENTIAL FOR ICING DURING WINTER FLYING. PWK WAS RPTING VFR. ALTHOUGH IT HAD SNOWED THE DAY BEFORE (8-12 INCHES), THE RWY HAD BEEN PLOWED AND WAS CLR. THERE WERE NO ADVISORIES OR NOTAMS CONCERNING RWY CONDITION OR BRAKING RPTS. GND TEMP AT PWK WAS APPROX 9 DEGS F. THE ACFT INVOLVED IN THE INCIDENT IS EQUIPPED WITH ALL ANTI-ICE AND DE-ICE EQUIP FOR OP IN KNOWN OR FORECAST ICING CONDITIONS, INCLUDING HEATED PLT'S WINDSHIELD (L SIDE). THE HEATED PORTION CONSISTS OF A 6 INCH BAND ACROSS THE WINDSHIELD. THE COPLT'S WINDSHIELD IS UNHEATED. THIS ACFT HAS BEEN OPERATED IN ICING CONDITIONS ON SEVERAL OCCASIONS IN THE PAST WITHOUT DIFFICULTY OR INCIDENT. THE ANTI-ICE AND DE-ICE EQUIP HAS ALWAYS PERFORMED ADEQUATELY. WHILE IT IS DIFFICULT TO ATTRIBUTE A CAUSE FOR THIS INCIDENT WHICH IS PRESENTLY UNDER INVESTIGATION, THE FOLLOWING MAY HAVE BEEN CONTRIBUTING FACTORS: 1) IMPAIRED VISIBILITY CAUSED BY INABILITY OF ACFT EQUIP TO CLR ENTIRE WINDSHIELD, AND 2) RWY CONDITION WHICH HAD NOT BEEN RPTED TO FLC. THE FROZEN RWY SURFACE TOGETHER WITH INTERMITTENT LIGHT SNOW SHOWERS NEAR DEST ARPT OBSERVED BY THE PLT AND COPLT MAY HAVE CREATED A SLICK AREA AT THE POINT THAT THE WHEELS CONTACTED THE RWY. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: RPTR REITERATED THAT HE GOT A FULL FLT BRIEFING AT OKC. HE DID NOT SPECIFICALLY STATE WHETHER OR NOT HE HAD REQUESTED THEM. WITH THE TWR CLOSED, THERE WAS NO ATIS. THEY DID NOT USE UNICOM BUT THE FO DID MAKE BROADCASTS ON CTAF FREQ. THE ACFT WAS DAMAGED. UPON LEAVING THE ACFT, THEY BOTH RAN TO THE HANGAR, ONE TO CALL ATC AND THE OTHER TO CALL THE FIRE DEPT.

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.