Narrative:

On feb/tue/98, I was scheduled to pick up 2 customers from mhe and take them to millard airport near omaha. That morning, I arrived at fsd at AB15 am. During the time from AB15 am to AC20 am, when I completed the aircraft preflight on a C414A, prepared the aircraft weight and balance, received WX brief from huron flight service, and filed flight plans for fsd to mhe and mhe to mle. The WX brief I received stated that braking action at mle was poor. There was no mention of whether the runway had been sanded or not, or the precipitation the area had received the night before. On approach into mle I listened to the ASOS WX for mle which reported 3600 ft overcast, visibility 10 mi, temperature 20 degrees, dewpoint 12 degrees, winds 40 degrees at 6 KTS, altimeter 30.32. The winds were reported as being crosswind to both runways. I idented the airport visually and canceled my flight plan to proceed VFR to mle. I configured the aircraft for landing with gear down and full flaps. I knew the braking action had been reported earlier as poor and elected to land as close to the displaced threshold (212 ft) as possible. The airplane floated on landing and I touched down on the second quarter of the 3800 ft runway leaving at least 1900-2000 ft to stop. I attempted to brake and initially thought the aircraft was slowing normally. When it became evident that I would not be able to stop on the remaining runway, I considered going around, but with the remaining runway, full flaps, and the freeway overpass within 1/2 mi of the runway end, I opted to remain on the ground and slide off the runway. Before departing the runway surface, I secured both engines using the mixture controls and shut off the electrical fuel pumps. The airplane slid through 2 ft snow bank on the departure end of runway 12, struck 1 runway end identifier light with the right flap, and came to rest approximately 100 ft from the runway surface. I radioed to an airplane waiting to takeoff that everyone was all right, shut off the master switch, and evacuate/evacuationed the aircraft. My passenger, stated that they had a hard time walking on the runway surface because of ice. In my WX brief, there was no mention of the freezing rain that preceded the snow in the omaha area the evening before. Upon reaching the FBO, a tow truck was called and the plane was towed from the mud at the end of runway 12. Before the airplane was removed, an airport official came from eppley airfield in a blazer type truck. The truck went up and down the runway with the brake lights flashing intermittently. After the plane was removed, I rode with this person from the runway end to the FBO and he stated that in his opinion, the runway was on the high side of poor AG30 am. Approximately 1/2 hour later, a large truck with the words 'snow monster' on the rubber flap above the snow plow, came and sanded the runway. FBO person inspected the airplane. No discrepancies were found. I thoroughly preflted the airplane, and test flew it at approximately AJ30 pm after the sun had melted some of the ice from the runway and made two lndgs on runway 30 (displaced threshold, no mention of length displaced in airport facility directory or on terminal procedures). At approximately AK00 pm, the aircraft was refueled, flight plan filed, and my passenger and I flew back to mhe where I dropped them off and continued on to fsd where I landed at AL30 pm. In addition to the attached statement, I wish to add that the vehicle used to generate the runway braking action reports, a new ford or gm blazer type vehicle, is equipped with anti-lock brakes, and the aircraft I was flying was not.

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Original NASA ASRS Text

Title: A C414 PLT LANDED SLIGHTLY LONG AND SLIDES OFF THE END OF A SLIPPERY RWY AT MLE, NE. BRAKING ACTION WAS RPTED AS POOR AND IT WAS NOT SANDED.

Narrative: ON FEB/TUE/98, I WAS SCHEDULED TO PICK UP 2 CUSTOMERS FROM MHE AND TAKE THEM TO MILLARD ARPT NEAR OMAHA. THAT MORNING, I ARRIVED AT FSD AT AB15 AM. DURING THE TIME FROM AB15 AM TO AC20 AM, WHEN I COMPLETED THE ACFT PREFLT ON A C414A, PREPARED THE ACFT WT AND BAL, RECEIVED WX BRIEF FROM HURON FLT SVC, AND FILED FLT PLANS FOR FSD TO MHE AND MHE TO MLE. THE WX BRIEF I RECEIVED STATED THAT BRAKING ACTION AT MLE WAS POOR. THERE WAS NO MENTION OF WHETHER THE RWY HAD BEEN SANDED OR NOT, OR THE PRECIPITATION THE AREA HAD RECEIVED THE NIGHT BEFORE. ON APCH INTO MLE I LISTENED TO THE ASOS WX FOR MLE WHICH RPTED 3600 FT OVCST, VISIBILITY 10 MI, TEMP 20 DEGS, DEWPOINT 12 DEGS, WINDS 40 DEGS AT 6 KTS, ALTIMETER 30.32. THE WINDS WERE RPTED AS BEING XWIND TO BOTH RWYS. I IDENTED THE ARPT VISUALLY AND CANCELED MY FLT PLAN TO PROCEED VFR TO MLE. I CONFIGURED THE ACFT FOR LNDG WITH GEAR DOWN AND FULL FLAPS. I KNEW THE BRAKING ACTION HAD BEEN RPTED EARLIER AS POOR AND ELECTED TO LAND AS CLOSE TO THE DISPLACED THRESHOLD (212 FT) AS POSSIBLE. THE AIRPLANE FLOATED ON LNDG AND I TOUCHED DOWN ON THE SECOND QUARTER OF THE 3800 FT RWY LEAVING AT LEAST 1900-2000 FT TO STOP. I ATTEMPTED TO BRAKE AND INITIALLY THOUGHT THE ACFT WAS SLOWING NORMALLY. WHEN IT BECAME EVIDENT THAT I WOULD NOT BE ABLE TO STOP ON THE REMAINING RWY, I CONSIDERED GOING AROUND, BUT WITH THE REMAINING RWY, FULL FLAPS, AND THE FREEWAY OVERPASS WITHIN 1/2 MI OF THE RWY END, I OPTED TO REMAIN ON THE GND AND SLIDE OFF THE RWY. BEFORE DEPARTING THE RWY SURFACE, I SECURED BOTH ENGS USING THE MIXTURE CTLS AND SHUT OFF THE ELECTRICAL FUEL PUMPS. THE AIRPLANE SLID THROUGH 2 FT SNOW BANK ON THE DEP END OF RWY 12, STRUCK 1 RWY END IDENTIFIER LIGHT WITH THE R FLAP, AND CAME TO REST APPROX 100 FT FROM THE RWY SURFACE. I RADIOED TO AN AIRPLANE WAITING TO TKOF THAT EVERYONE WAS ALL RIGHT, SHUT OFF THE MASTER SWITCH, AND EVACED THE ACFT. MY PAX, STATED THAT THEY HAD A HARD TIME WALKING ON THE RWY SURFACE BECAUSE OF ICE. IN MY WX BRIEF, THERE WAS NO MENTION OF THE FREEZING RAIN THAT PRECEDED THE SNOW IN THE OMAHA AREA THE EVENING BEFORE. UPON REACHING THE FBO, A TOW TRUCK WAS CALLED AND THE PLANE WAS TOWED FROM THE MUD AT THE END OF RWY 12. BEFORE THE AIRPLANE WAS REMOVED, AN ARPT OFFICIAL CAME FROM EPPLEY AIRFIELD IN A BLAZER TYPE TRUCK. THE TRUCK WENT UP AND DOWN THE RWY WITH THE BRAKE LIGHTS FLASHING INTERMITTENTLY. AFTER THE PLANE WAS REMOVED, I RODE WITH THIS PERSON FROM THE RWY END TO THE FBO AND HE STATED THAT IN HIS OPINION, THE RWY WAS ON THE HIGH SIDE OF POOR AG30 AM. APPROX 1/2 HR LATER, A LARGE TRUCK WITH THE WORDS 'SNOW MONSTER' ON THE RUBBER FLAP ABOVE THE SNOW PLOW, CAME AND SANDED THE RWY. FBO PERSON INSPECTED THE AIRPLANE. NO DISCREPANCIES WERE FOUND. I THOROUGHLY PREFLTED THE AIRPLANE, AND TEST FLEW IT AT APPROX AJ30 PM AFTER THE SUN HAD MELTED SOME OF THE ICE FROM THE RWY AND MADE TWO LNDGS ON RWY 30 (DISPLACED THRESHOLD, NO MENTION OF LENGTH DISPLACED IN ARPT FACILITY DIRECTORY OR ON TERMINAL PROCS). AT APPROX AK00 PM, THE ACFT WAS REFUELED, FLT PLAN FILED, AND MY PAX AND I FLEW BACK TO MHE WHERE I DROPPED THEM OFF AND CONTINUED ON TO FSD WHERE I LANDED AT AL30 PM. IN ADDITION TO THE ATTACHED STATEMENT, I WISH TO ADD THAT THE VEHICLE USED TO GENERATE THE RWY BRAKING ACTION RPTS, A NEW FORD OR GM BLAZER TYPE VEHICLE, IS EQUIPPED WITH ANTI-LOCK BRAKES, AND THE ACFT I WAS FLYING WAS NOT.

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.