Narrative:

We departed dfw for atl. ATIS WX 5 broken, 11 overcast, 4/4 s-ip-F 34/34/340/17 runway 26R 27L, altimeter 29.08. We were sent 3 acar messages by the company advising of atl specials, and pen and mob WX. We briefed 6 approachs, and built 6 approachs, 3 in the primary and 3 in the secondary. On downwind for runway 26L the approach controller advised that they were landing now on runway 26L not runway 26R as ATIS said. My first officer asked which runway we should plan if that also changed and we were advised runway 27R, that was then put into the secondary flight plan. We were extremely busy at this point and to make matters worse our aircraft was not usually scheduled for service into atl, so the company had not notified commercial company to issue widebody transport crews approach plates. The aircraft had a complete and up-to-date set which we had to share. We shot the approach and the controller advised us to contact tower marker inbound. In a 2-MAN crew this is a very busy time! It was an 8 mi turn onto final. The localizer had to be confirmed alive, and GS capture, tower frequency tuned, and standard callouts made. I contacted tower just past the marker and was told the winds and that braking action was reported poor by another aircraft, RVR 2000 ft. I do not recall ever being told the RVR prior to this point, and that is my concern. This approach required RVR 2400 ft prior to the marker. We also were having tremendous static and a loud squeal on approach and tower frequency. I reported this to approach and he did a radio check, but I said it was no better. I believe we might have had ice building on the antenna and this could have been the problem in the last 7 mins of flight. The approach was normal, tower did give a wind shear report shortly before touchdown. Our pfd's indicated during the entire approach and touchdown, that the wind was a right strong quartering head/crosswind, but never exceeded 25 KTS direct crosswind. You could barely see the runway markings through the standing slush/snow. The ALS and hirls were visible 1/2 mi out, I advised the first officer and told him to remain on the instruments. I took the aircraft 200 ft about decision ht, kicked off the autoplt and landed the aircraft. I estimate that the runway had 1 inch of standing slush. We slid to the left of the runway then to the right, never leaving the runway, but certainly not centered. We had adequate distance for stopping, and taxied to the end without further complications. I feel that inadequate information was given to us while we were airborne. I was never informed of any runway clutter, and no official braking action by the airport authority was available. The runway 26R had freshly been plowed and they were using it for takeoffs. I do not know if we were advised of the RVR prior to tower frequency marker inbound. The first officer and I could not remember, due to radio static and other aircraft being vectored for peachtree airport. Certainly this was the worst storm in 100 yrs to hit atl and they were not prepared for this cold WX and high winds. Another unsafe clearance was while taxiing to parking. Cross runway 26L on C and hold short runway 26R. We sat on east while trying to advise ground we were not willing to be a sitting duck between 2 active runways, if traffic was taking off or landing. We never got through on ground, we saw an large transport rotate at C and then we were told to cross runway 26R and proceed to parking. Tower asked for a braking action report runway 26L, we advised poor to nil and suggested they use another runway. The snow plow and equipment were sitting at the end of runway 26L.

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Original NASA ASRS Text

Title: WDB CARGO ACFT POSSIBLE LNDG BELOW MINIMUMS. SNOW CLUTTERED RWY, POOR VISIBILITY.

Narrative: WE DEPARTED DFW FOR ATL. ATIS WX 5 BROKEN, 11 OVCST, 4/4 S-IP-F 34/34/340/17 RWY 26R 27L, ALTIMETER 29.08. WE WERE SENT 3 ACAR MESSAGES BY THE COMPANY ADVISING OF ATL SPECIALS, AND PEN AND MOB WX. WE BRIEFED 6 APCHS, AND BUILT 6 APCHS, 3 IN THE PRIMARY AND 3 IN THE SECONDARY. ON DOWNWIND FOR RWY 26L THE APCH CTLR ADVISED THAT THEY WERE LNDG NOW ON RWY 26L NOT RWY 26R AS ATIS SAID. MY FO ASKED WHICH RWY WE SHOULD PLAN IF THAT ALSO CHANGED AND WE WERE ADVISED RWY 27R, THAT WAS THEN PUT INTO THE SECONDARY FLT PLAN. WE WERE EXTREMELY BUSY AT THIS POINT AND TO MAKE MATTERS WORSE OUR ACFT WAS NOT USUALLY SCHEDULED FOR SVC INTO ATL, SO THE COMPANY HAD NOT NOTIFIED COMMERCIAL COMPANY TO ISSUE WDB CREWS APCH PLATES. THE ACFT HAD A COMPLETE AND UP-TO-DATE SET WHICH WE HAD TO SHARE. WE SHOT THE APCH AND THE CTLR ADVISED US TO CONTACT TWR MARKER INBOUND. IN A 2-MAN CREW THIS IS A VERY BUSY TIME! IT WAS AN 8 MI TURN ONTO FINAL. THE LOC HAD TO BE CONFIRMED ALIVE, AND GS CAPTURE, TWR FREQ TUNED, AND STANDARD CALLOUTS MADE. I CONTACTED TWR JUST PAST THE MARKER AND WAS TOLD THE WINDS AND THAT BRAKING ACTION WAS RPTED POOR BY ANOTHER ACFT, RVR 2000 FT. I DO NOT RECALL EVER BEING TOLD THE RVR PRIOR TO THIS POINT, AND THAT IS MY CONCERN. THIS APCH REQUIRED RVR 2400 FT PRIOR TO THE MARKER. WE ALSO WERE HAVING TREMENDOUS STATIC AND A LOUD SQUEAL ON APCH AND TWR FREQ. I RPTED THIS TO APCH AND HE DID A RADIO CHK, BUT I SAID IT WAS NO BETTER. I BELIEVE WE MIGHT HAVE HAD ICE BUILDING ON THE ANTENNA AND THIS COULD HAVE BEEN THE PROB IN THE LAST 7 MINS OF FLT. THE APCH WAS NORMAL, TWR DID GIVE A WIND SHEAR RPT SHORTLY BEFORE TOUCHDOWN. OUR PFD'S INDICATED DURING THE ENTIRE APCH AND TOUCHDOWN, THAT THE WIND WAS A R STRONG QUARTERING HEAD/XWIND, BUT NEVER EXCEEDED 25 KTS DIRECT XWIND. YOU COULD BARELY SEE THE RWY MARKINGS THROUGH THE STANDING SLUSH/SNOW. THE ALS AND HIRLS WERE VISIBLE 1/2 MI OUT, I ADVISED THE FO AND TOLD HIM TO REMAIN ON THE INSTS. I TOOK THE ACFT 200 FT ABOUT DECISION HT, KICKED OFF THE AUTOPLT AND LANDED THE ACFT. I ESTIMATE THAT THE RWY HAD 1 INCH OF STANDING SLUSH. WE SLID TO THE L OF THE RWY THEN TO THE R, NEVER LEAVING THE RWY, BUT CERTAINLY NOT CTRED. WE HAD ADEQUATE DISTANCE FOR STOPPING, AND TAXIED TO THE END WITHOUT FURTHER COMPLICATIONS. I FEEL THAT INADEQUATE INFO WAS GIVEN TO US WHILE WE WERE AIRBORNE. I WAS NEVER INFORMED OF ANY RWY CLUTTER, AND NO OFFICIAL BRAKING ACTION BY THE ARPT AUTHORITY WAS AVAILABLE. THE RWY 26R HAD FRESHLY BEEN PLOWED AND THEY WERE USING IT FOR TKOFS. I DO NOT KNOW IF WE WERE ADVISED OF THE RVR PRIOR TO TWR FREQ MARKER INBOUND. THE FO AND I COULD NOT REMEMBER, DUE TO RADIO STATIC AND OTHER ACFT BEING VECTORED FOR PEACHTREE ARPT. CERTAINLY THIS WAS THE WORST STORM IN 100 YRS TO HIT ATL AND THEY WERE NOT PREPARED FOR THIS COLD WX AND HIGH WINDS. ANOTHER UNSAFE CLRNC WAS WHILE TAXIING TO PARKING. CROSS RWY 26L ON C AND HOLD SHORT RWY 26R. WE SAT ON E WHILE TRYING TO ADVISE GND WE WERE NOT WILLING TO BE A SITTING DUCK BTWN 2 ACTIVE RWYS, IF TFC WAS TAKING OFF OR LNDG. WE NEVER GOT THROUGH ON GND, WE SAW AN LGT ROTATE AT C AND THEN WE WERE TOLD TO CROSS RWY 26R AND PROCEED TO PARKING. TWR ASKED FOR A BRAKING ACTION RPT RWY 26L, WE ADVISED POOR TO NIL AND SUGGESTED THEY USE ANOTHER RWY. THE SNOW PLOW AND EQUIP WERE SITTING AT THE END OF RWY 26L.

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.