Narrative:

Approaching jac, the AWOS WX was reported as 3000 scattered, 20000 broken, 10 mi visibility, temperature 35 degrees F, dewpoint 30 degrees, wind 270 to 290/10, altimeter 30.16. The first officer contacted jac unicom and received usual wind and temperature information. We made the visual approach to runway 18. We used flaps 40, automatic spdbrakes, automatic brakes, and a vref speed of 126 KTS for 102800 pound landing weight. Touchdown was normal at or slightly before the GS touchdown point. Brakes and reverse were immediately applied. Approximately halfway down the runway, the surface became ice on top of hard packed snow. Braking action was nil and the aircraft began to skid and slide on the snow and ice. As we approached the end of runway 18 the aircraft was easily slow enough to make the turn on the taxiway, however, the entire end of the runway and the entire taxiway were completely covered with ice over hard packed snow. As we started the turn on the taxiway, the aircraft slowly skidded to the right and went approximately 10 to 15 ft off the taxiway. The aircraft came to a gentle stop and the flight attendants and passenger were unaware the aircraft was off the taxiway. The passenger were not alarmed in any manner and there were no injuries or problems of any sort. A tug was easily able to push the aircraft back on the taxiway and tow it to the gate. Maintenance inspectors were flown in from salt lake city and after finding no damage whatsoever, the aircraft was flown back to slc. I feel that with the poor conditions of the runway and txwys on the day of our arrival at jac that the airport should have qualified ground personnel continually evaluating those conditions and to relay all that information plus any PIREPS to us when we make our initial call to unicom approximately 15 mins prior to landing. Callback conversation with reporter revealed the following information: the unicom operator, apparently an employee of the FBO, was unable unwilling to give any information because he is not a qualified observer. This flight was the first of the day, so there were no pilot reports to forward. Representatives of the air carrier and the FAA met with airport authorities for 3 days after the event and the situation has improved significantly. An interesting note: when asked why the runway wasn't treated when they knew how slippery it was, they were told that this is a national park and runways cannot be treated in any way.

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Original NASA ASRS Text

Title: MLG SLIDES OFF TXWY AFTER LNDG ON ICE COATED RWY.

Narrative: APCHING JAC, THE AWOS WX WAS RPTED AS 3000 SCATTERED, 20000 BROKEN, 10 MI VISIBILITY, TEMP 35 DEGS F, DEWPOINT 30 DEGS, WIND 270 TO 290/10, ALTIMETER 30.16. THE FO CONTACTED JAC UNICOM AND RECEIVED USUAL WIND AND TEMP INFO. WE MADE THE VISUAL APCH TO RWY 18. WE USED FLAPS 40, AUTO SPDBRAKES, AUTO BRAKES, AND A VREF SPD OF 126 KTS FOR 102800 LB LNDG WT. TOUCHDOWN WAS NORMAL AT OR SLIGHTLY BEFORE THE GS TOUCHDOWN POINT. BRAKES AND REVERSE WERE IMMEDIATELY APPLIED. APPROX HALFWAY DOWN THE RWY, THE SURFACE BECAME ICE ON TOP OF HARD PACKED SNOW. BRAKING ACTION WAS NIL AND THE ACFT BEGAN TO SKID AND SLIDE ON THE SNOW AND ICE. AS WE APCHED THE END OF RWY 18 THE ACFT WAS EASILY SLOW ENOUGH TO MAKE THE TURN ON THE TXWY, HOWEVER, THE ENTIRE END OF THE RWY AND THE ENTIRE TXWY WERE COMPLETELY COVERED WITH ICE OVER HARD PACKED SNOW. AS WE STARTED THE TURN ON THE TXWY, THE ACFT SLOWLY SKIDDED TO THE R AND WENT APPROX 10 TO 15 FT OFF THE TXWY. THE ACFT CAME TO A GENTLE STOP AND THE FLT ATTENDANTS AND PAX WERE UNAWARE THE ACFT WAS OFF THE TXWY. THE PAX WERE NOT ALARMED IN ANY MANNER AND THERE WERE NO INJURIES OR PROBS OF ANY SORT. A TUG WAS EASILY ABLE TO PUSH THE ACFT BACK ON THE TXWY AND TOW IT TO THE GATE. MAINT INSPECTORS WERE FLOWN IN FROM SALT LAKE CITY AND AFTER FINDING NO DAMAGE WHATSOEVER, THE ACFT WAS FLOWN BACK TO SLC. I FEEL THAT WITH THE POOR CONDITIONS OF THE RWY AND TXWYS ON THE DAY OF OUR ARR AT JAC THAT THE ARPT SHOULD HAVE QUALIFIED GND PERSONNEL CONTINUALLY EVALUATING THOSE CONDITIONS AND TO RELAY ALL THAT INFO PLUS ANY PIREPS TO US WHEN WE MAKE OUR INITIAL CALL TO UNICOM APPROX 15 MINS PRIOR TO LNDG. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE UNICOM OPERATOR, APPARENTLY AN EMPLOYEE OF THE FBO, WAS UNABLE UNWILLING TO GIVE ANY INFO BECAUSE HE IS NOT A QUALIFIED OBSERVER. THIS FLT WAS THE FIRST OF THE DAY, SO THERE WERE NO PLT RPTS TO FORWARD. REPRESENTATIVES OF THE ACR AND THE FAA MET WITH ARPT AUTHORITIES FOR 3 DAYS AFTER THE EVENT AND THE SIT HAS IMPROVED SIGNIFICANTLY. AN INTERESTING NOTE: WHEN ASKED WHY THE RWY WASN'T TREATED WHEN THEY KNEW HOW SLIPPERY IT WAS, THEY WERE TOLD THAT THIS IS A NATIONAL PARK AND RWYS CANNOT BE TREATED IN ANY WAY.

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.