Narrative:

The incident occurred during the last leg of the trip from bgm to uca. During vectors to the final approach course for the ILS runway 15 approach at uca, griffis approach control (griffis AFB) advised us that 2 aircraft reported braking action at uca as poor. This report came from a company beech 1900 (BE02) approximately 1 hour prior to our arrival and the other report from an air carrier DC9 which arrived approximately 30-40 mins prior to our arrival. No other traffic or braking action reports were taken between the time the DC9 arrived and our arrival. The ILS runway 15 approach occurred without incident with the aircraft breaking out of the overcast at approximately 1100 ft MSL, with a visibility of approximately 5 mi. The touchdown was normal and smooth at approximately vref (109 KIAS), 500-1000 ft from the threshold with a reported wind of 120 degrees at 4 KTS (obtained from griffis approach during vectoring). The captain brought the power levers into ground fine (beta) to aid in deceleration. The aircraft continued its track at a high rate of speed with little deceleration even after the brakes were utilized. The captain brought the power levers into reverse. The aircraft began to fishtail about 100 ft prior to the intersection of runways 9/27. Past the intersection, the aircraft yawed to the right approximately 10 degrees from runway heading. The aircraft continued to decelerate veering to the right. About 100 ft past the intersection of runways 9/27, the nosewheel rolled into a small wind drift of snow encroaching upon the runway at the sideline. Upon striking the snow patch, the aircraft smoothly swung around approximately 150 degrees. With the power levers still in reverse, the aircraft backed itself out onto the middle of the runway. The captain brought the propellers out of reverse and advanced the power levers to aid in stopping the backward motion of the aircraft. The aircraft came to rest on the center of the runway facing the opposite direction. At this time, griffis approach was called canceling IFR and the controller was advised by us that braking action at uca was nil. XXX was called for assistance in towing the aircraft from the runway to the terminal since there was too much ice to safely maneuver the aircraft. No passenger appeared to be injured in any way from the incident. All occupants deplaned without injury or incident at the terminal. Upon postflt inspection of the aircraft by the flight crew, no aircraft structural abnormalities were visible. The event may never have occurred had there been a way for us to communicate directly to the WX observer on the airport since the tower was closed at the time and griffis AFB is a few mi to the northwest. Had someone been able to walk or drive out onto the runway and tell us what the braking action was like just prior to arrival, we would have been able to ascertain the situation a little more clearly.

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Original NASA ASRS Text

Title: BE02 LANDS AT UCA AND ENCOUNTERS ICE ON RWY. LOSES CTL AND FINALLY STOPS WITH TAIL POINTING IN OPPOSITE DIRECTION. ACFT IS TOWED OFF RWY. BRAKING ACTION RPTS FROM PREVIOUS 2 ACFT WERE INCORRECT. TWR CLOSED.

Narrative: THE INCIDENT OCCURRED DURING THE LAST LEG OF THE TRIP FROM BGM TO UCA. DURING VECTORS TO THE FINAL APCH COURSE FOR THE ILS RWY 15 APCH AT UCA, GRIFFIS APCH CTL (GRIFFIS AFB) ADVISED US THAT 2 ACFT RPTED BRAKING ACTION AT UCA AS POOR. THIS RPT CAME FROM A COMPANY BEECH 1900 (BE02) APPROX 1 HR PRIOR TO OUR ARR AND THE OTHER RPT FROM AN ACR DC9 WHICH ARRIVED APPROX 30-40 MINS PRIOR TO OUR ARR. NO OTHER TFC OR BRAKING ACTION RPTS WERE TAKEN BTWN THE TIME THE DC9 ARRIVED AND OUR ARR. THE ILS RWY 15 APCH OCCURRED WITHOUT INCIDENT WITH THE ACFT BREAKING OUT OF THE OVCST AT APPROX 1100 FT MSL, WITH A VISIBILITY OF APPROX 5 MI. THE TOUCHDOWN WAS NORMAL AND SMOOTH AT APPROX VREF (109 KIAS), 500-1000 FT FROM THE THRESHOLD WITH A RPTED WIND OF 120 DEGS AT 4 KTS (OBTAINED FROM GRIFFIS APCH DURING VECTORING). THE CAPT BROUGHT THE PWR LEVERS INTO GND FINE (BETA) TO AID IN DECELERATION. THE ACFT CONTINUED ITS TRACK AT A HIGH RATE OF SPD WITH LITTLE DECELERATION EVEN AFTER THE BRAKES WERE UTILIZED. THE CAPT BROUGHT THE PWR LEVERS INTO REVERSE. THE ACFT BEGAN TO FISHTAIL ABOUT 100 FT PRIOR TO THE INTXN OF RWYS 9/27. PAST THE INTXN, THE ACFT YAWED TO THE R APPROX 10 DEGS FROM RWY HDG. THE ACFT CONTINUED TO DECELERATE VEERING TO THE R. ABOUT 100 FT PAST THE INTXN OF RWYS 9/27, THE NOSEWHEEL ROLLED INTO A SMALL WIND DRIFT OF SNOW ENCROACHING UPON THE RWY AT THE SIDELINE. UPON STRIKING THE SNOW PATCH, THE ACFT SMOOTHLY SWUNG AROUND APPROX 150 DEGS. WITH THE PWR LEVERS STILL IN REVERSE, THE ACFT BACKED ITSELF OUT ONTO THE MIDDLE OF THE RWY. THE CAPT BROUGHT THE PROPS OUT OF REVERSE AND ADVANCED THE PWR LEVERS TO AID IN STOPPING THE BACKWARD MOTION OF THE ACFT. THE ACFT CAME TO REST ON THE CTR OF THE RWY FACING THE OPPOSITE DIRECTION. AT THIS TIME, GRIFFIS APCH WAS CALLED CANCELING IFR AND THE CTLR WAS ADVISED BY US THAT BRAKING ACTION AT UCA WAS NIL. XXX WAS CALLED FOR ASSISTANCE IN TOWING THE ACFT FROM THE RWY TO THE TERMINAL SINCE THERE WAS TOO MUCH ICE TO SAFELY MANEUVER THE ACFT. NO PAX APPEARED TO BE INJURED IN ANY WAY FROM THE INCIDENT. ALL OCCUPANTS DEPLANED WITHOUT INJURY OR INCIDENT AT THE TERMINAL. UPON POSTFLT INSPECTION OF THE ACFT BY THE FLC, NO ACFT STRUCTURAL ABNORMALITIES WERE VISIBLE. THE EVENT MAY NEVER HAVE OCCURRED HAD THERE BEEN A WAY FOR US TO COMMUNICATE DIRECTLY TO THE WX OBSERVER ON THE ARPT SINCE THE TWR WAS CLOSED AT THE TIME AND GRIFFIS AFB IS A FEW MI TO THE NW. HAD SOMEONE BEEN ABLE TO WALK OR DRIVE OUT ONTO THE RWY AND TELL US WHAT THE BRAKING ACTION WAS LIKE JUST PRIOR TO ARR, WE WOULD HAVE BEEN ABLE TO ASCERTAIN THE SIT A LITTLE MORE CLRLY.

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.