Narrative:

Flew ILS 9R at osu in landing confign in accordance with company procedures. ATIS reported 1800 broken visibility 5 mi in light drizzle. No braking action advisories or reports were given. We touched down approximately 1500 ft down the runway after following the GS all the way down. Thrust reversers and spoilers were deployed and maximum braking was applied. During landing rollout we found braking action to be nil. Maximum reverse thrust was maintained until we reached the end of the runway, at that time, both engines were secured and the aircraft came to rest about 75 ft off the end in hard grass on the centerline. There was no damage to the aircraft or airport property. About 5 mins after the landing the aircraft became covered with clear ice due to freezing rain. The emergency vehicles that arrived at the scene had a difficult time stopping due to the conditions. Had we been advised of these conditions we would have not attempted a landing at osu due to the high reference speeds used in this aircraft and the length of the runway (5000 ft). In the future I will not rely on the tower for braking action advisories if there is any precipitation at all. It was obvious that the freezing rain had been going on for some time by observing the condition of the airport and I feel somebody should have said something. I don't blame the tower for this event but if we had more information we would have acted differently. My recommendation is this: if there is any precipitation at all in the winter months, regardless of the temperature, plan on poor braking action at best, replan your landing distance and divert if necessary.

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Original NASA ASRS Text

Title: LOSS OF ACFT CTL IN LEAR JET. RWY EXCURSION.

Narrative: FLEW ILS 9R AT OSU IN LNDG CONFIGN IN ACCORDANCE WITH COMPANY PROCS. ATIS RPTED 1800 BROKEN VISIBILITY 5 MI IN LIGHT DRIZZLE. NO BRAKING ACTION ADVISORIES OR RPTS WERE GIVEN. WE TOUCHED DOWN APPROX 1500 FT DOWN THE RWY AFTER FOLLOWING THE GS ALL THE WAY DOWN. THRUST REVERSERS AND SPOILERS WERE DEPLOYED AND MAX BRAKING WAS APPLIED. DURING LNDG ROLLOUT WE FOUND BRAKING ACTION TO BE NIL. MAX REVERSE THRUST WAS MAINTAINED UNTIL WE REACHED THE END OF THE RWY, AT THAT TIME, BOTH ENGS WERE SECURED AND THE ACFT CAME TO REST ABOUT 75 FT OFF THE END IN HARD GRASS ON THE CTRLINE. THERE WAS NO DAMAGE TO THE ACFT OR ARPT PROPERTY. ABOUT 5 MINS AFTER THE LNDG THE ACFT BECAME COVERED WITH CLR ICE DUE TO FREEZING RAIN. THE EMER VEHICLES THAT ARRIVED AT THE SCENE HAD A DIFFICULT TIME STOPPING DUE TO THE CONDITIONS. HAD WE BEEN ADVISED OF THESE CONDITIONS WE WOULD HAVE NOT ATTEMPTED A LNDG AT OSU DUE TO THE HIGH REF SPDS USED IN THIS ACFT AND THE LENGTH OF THE RWY (5000 FT). IN THE FUTURE I WILL NOT RELY ON THE TWR FOR BRAKING ACTION ADVISORIES IF THERE IS ANY PRECIPITATION AT ALL. IT WAS OBVIOUS THAT THE FREEZING RAIN HAD BEEN GOING ON FOR SOME TIME BY OBSERVING THE CONDITION OF THE ARPT AND I FEEL SOMEBODY SHOULD HAVE SAID SOMETHING. I DON'T BLAME THE TWR FOR THIS EVENT BUT IF WE HAD MORE INFO WE WOULD HAVE ACTED DIFFERENTLY. MY RECOMMENDATION IS THIS: IF THERE IS ANY PRECIPITATION AT ALL IN THE WINTER MONTHS, REGARDLESS OF THE TEMP, PLAN ON POOR BRAKING ACTION AT BEST, REPLAN YOUR LNDG DISTANCE AND DIVERT IF NECESSARY.

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.