Narrative:

The approach phase was normal. During the final mi the copilot reported seeing the airport, I commented that I did not see the runway several times and he reported seeing the airport. As we were almost on top of the runway I picked up the airport but not the runway. About this time, the copilot said words to the effect of 'it's right there, go down now' at which time I had a visual on the airport but not the runway. I started an immediate steep descent to the runway. As we crossed the approach end I sensed we were descending too rapidly and started to flair to arrest the descent. The aircraft entered an accelerated stall and impacted on the main wheels first. During rollout there was no directional control from either the brakes or nose steering and the aircraft slid off the right side of the runway, stopping in the mud. Many factors contributed to the incident. The WX had deteriorated rapidly during the approach. The wings were covered with about 1/4 inch rime ice that must have accumulated during final approach and went unnoticed. The windshield heat was inoperative on the right and only half working on the left. I believe this half blocked windshield along with the recent white- out of the ground affected my depth perception. We were near gross weight landing on an icy runway, making it critical to land near the approach end. The decision to land was made too close to the end of the runway to land safely. Although I had worked with the sic before, we never trained together on no-precision approachs or gars. The aircraft had been fueled based upon discussions the day before, when I arrived for the flight, the fuel was already in it and there is no easy way to defuel a westwind, so we had to go with it. Damage to the aircraft was limited to wheels and brakes. A complete overweight inspection was performed.

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Original NASA ASRS Text

Title: CAPT OF AN LTT CORP JET RAN OFF THE SIDE OF THE RWY AFTER LOSING ACFT CTL DURING LNDG OUT OF A NON-PRECISION APCH IN ICING CONDITIONS.

Narrative: THE APCH PHASE WAS NORMAL. DURING THE FINAL MI THE COPLT RPTED SEEING THE ARPT, I COMMENTED THAT I DID NOT SEE THE RWY SEVERAL TIMES AND HE RPTED SEEING THE ARPT. AS WE WERE ALMOST ON TOP OF THE RWY I PICKED UP THE ARPT BUT NOT THE RWY. ABOUT THIS TIME, THE COPLT SAID WORDS TO THE EFFECT OF 'IT'S RIGHT THERE, GO DOWN NOW' AT WHICH TIME I HAD A VISUAL ON THE ARPT BUT NOT THE RWY. I STARTED AN IMMEDIATE STEEP DSCNT TO THE RWY. AS WE CROSSED THE APCH END I SENSED WE WERE DSNDING TOO RAPIDLY AND STARTED TO FLAIR TO ARREST THE DSCNT. THE ACFT ENTERED AN ACCELERATED STALL AND IMPACTED ON THE MAIN WHEELS FIRST. DURING ROLLOUT THERE WAS NO DIRECTIONAL CTL FROM EITHER THE BRAKES OR NOSE STEERING AND THE ACFT SLID OFF THE R SIDE OF THE RWY, STOPPING IN THE MUD. MANY FACTORS CONTRIBUTED TO THE INCIDENT. THE WX HAD DETERIORATED RAPIDLY DURING THE APCH. THE WINGS WERE COVERED WITH ABOUT 1/4 INCH RIME ICE THAT MUST HAVE ACCUMULATED DURING FINAL APCH AND WENT UNNOTICED. THE WINDSHIELD HEAT WAS INOP ON THE R AND ONLY HALF WORKING ON THE L. I BELIEVE THIS HALF BLOCKED WINDSHIELD ALONG WITH THE RECENT WHITE- OUT OF THE GND AFFECTED MY DEPTH PERCEPTION. WE WERE NEAR GROSS WT LNDG ON AN ICY RWY, MAKING IT CRITICAL TO LAND NEAR THE APCH END. THE DECISION TO LAND WAS MADE TOO CLOSE TO THE END OF THE RWY TO LAND SAFELY. ALTHOUGH I HAD WORKED WITH THE SIC BEFORE, WE NEVER TRAINED TOGETHER ON NO-PRECISION APCHS OR GARS. THE ACFT HAD BEEN FUELED BASED UPON DISCUSSIONS THE DAY BEFORE, WHEN I ARRIVED FOR THE FLT, THE FUEL WAS ALREADY IN IT AND THERE IS NO EASY WAY TO DEFUEL A WESTWIND, SO WE HAD TO GO WITH IT. DAMAGE TO THE ACFT WAS LIMITED TO WHEELS AND BRAKES. A COMPLETE OVERWT INSPECTION WAS PERFORMED.

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.