Narrative:

WX and NOTAMS for high prairie (czhp) were obtained prior to the flight from edmonton FSS by the PIC. No NOTAMS were issued. Edmonton reported light snow in the area. The conditions at the time of departure at kelowna were VFR for czhp. The en route segment of the 343 NM flight was uneventful. During the descent, the destination airport (czhp) was visually confirmed at approximately 7 NM southwest of the field. The IFR portion of the flight was canceled through edmonton by the PNF and the approach to the airport proceeded visually. The PNF made several attempts to contact unicom at czhp on 122.8. The attempts went unanswered as to airport advisories. A visual determination was made that the runway appeared to be free of any discernible contamination. The windsock north of the runway indicated at the time that the winds were light and variable and approximating a direct crosswind. No VASI or PAPI were available for the airport. Altimeter setting was 30.50 provided by edmonton center prior to cancellation of IFR. The downwind segment of the traffic pattern was extended by the pilot to 4-5 NM. This extension was to ensure that the aircraft would arrive in a stabilized approach confign. A pseudo-VORTAC was inserted in the FMS by the PNF. Reference and approach speed had been calculated in the descent and set at vref 107 and vapp 113. Landing distance was calculated per the afm to be 2690 ft for full flaps at 2000 ft elevation. Temperature was -20 degrees C and landing weight of the aircraft was 15200 pounds. Aircraft was established on final approach in the landing confign at vref. The PNF and PF confirmed the correct confign of the aircraft prior to touchdown. The runway threshold was crossed at approximately 20 ft at vref and touchdown occurred at approximately 275-300 ft down the runway. Speed brakes were deployed by the PNF, thrust reverser levers were deployed by the PF and braking was initiated immediately. PNF observed both arm and unlock lights illuminate on indicator panel and within a 3-5 second period did not observe the deployed light illumination. PNF informed the PF 'no thrust reversers.' the PNF immediately initiated maximum braking along with the PF. PF and PNF elected not to initiate a go around as the available runway and obstacles off the departure end precluded this option. During the maximum braking effort, the aircraft encountered severe undulations due to frost heaves followed by what was later determined to be a patch of black ice. Both PF and PNF felt the brakes release indicating the antiskid was active. The aircraft departed the northwest corner of the runway and after 180 degrees of rotation, came to rest on an approximately heading of 130 degrees. Engines were immediately secured and the PNF went to the back of the aircraft to open the door and ascertain the condition of the passenger. All passenger and crew were determined not to have sustained any injury. Rescue personnel were on the scene within 5-10 mins. The passenger were evacuate/evacuationed to the terminal and the crew made a determination of the damage to the aircraft. The PIC informed edmonton FSS of the mishap. The PIC next informed the chief pilot of the incident and requested further instruction. The aircraft was removed from its resting place approximately 3 hours later to the terminal building ramp, whereby another visual inspection was performed by the crew. Maintenance personnel were contacted at vancouver and dispatched to the scene to inspect the aircraft via commercial air. Upon inspection, the aircraft was determined to be airworthy, signed off safe for flight, and a ferry permit was obtained from the FAA and canadian auths. Aircraft was flown to vancouver, back course, for inspection. The aircraft was placed on jacks where numerous gear swings and checks were performed. Further inspection revealed no discrepancies with the landing gear and all damage was subsequently documented.

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Original NASA ASRS Text

Title: FLC OF LTT ON LNDG HAS NO THRUST REVERSERS WORKING. BOTH PLTS ARE ON THE BRAKES BUT UNABLE TO STOP THE ACFT AND DUE TO A PATCH OF BLACK ICE HAVE A RWY EXCURSION IN WHICH THE ACFT ROTATES 180 DEGS.

Narrative: WX AND NOTAMS FOR HIGH PRAIRIE (CZHP) WERE OBTAINED PRIOR TO THE FLT FROM EDMONTON FSS BY THE PIC. NO NOTAMS WERE ISSUED. EDMONTON RPTED LIGHT SNOW IN THE AREA. THE CONDITIONS AT THE TIME OF DEP AT KELOWNA WERE VFR FOR CZHP. THE ENRTE SEGMENT OF THE 343 NM FLT WAS UNEVENTFUL. DURING THE DSCNT, THE DEST ARPT (CZHP) WAS VISUALLY CONFIRMED AT APPROX 7 NM SW OF THE FIELD. THE IFR PORTION OF THE FLT WAS CANCELED THROUGH EDMONTON BY THE PNF AND THE APCH TO THE ARPT PROCEEDED VISUALLY. THE PNF MADE SEVERAL ATTEMPTS TO CONTACT UNICOM AT CZHP ON 122.8. THE ATTEMPTS WENT UNANSWERED AS TO ARPT ADVISORIES. A VISUAL DETERMINATION WAS MADE THAT THE RWY APPEARED TO BE FREE OF ANY DISCERNIBLE CONTAMINATION. THE WINDSOCK N OF THE RWY INDICATED AT THE TIME THAT THE WINDS WERE LIGHT AND VARIABLE AND APPROXIMATING A DIRECT XWIND. NO VASI OR PAPI WERE AVAILABLE FOR THE ARPT. ALTIMETER SETTING WAS 30.50 PROVIDED BY EDMONTON CTR PRIOR TO CANCELLATION OF IFR. THE DOWNWIND SEGMENT OF THE TFC PATTERN WAS EXTENDED BY THE PLT TO 4-5 NM. THIS EXTENSION WAS TO ENSURE THAT THE ACFT WOULD ARRIVE IN A STABILIZED APCH CONFIGN. A PSEUDO-VORTAC WAS INSERTED IN THE FMS BY THE PNF. REF AND APCH SPD HAD BEEN CALCULATED IN THE DSCNT AND SET AT VREF 107 AND VAPP 113. LNDG DISTANCE WAS CALCULATED PER THE AFM TO BE 2690 FT FOR FULL FLAPS AT 2000 FT ELEVATION. TEMP WAS -20 DEGS C AND LNDG WT OF THE ACFT WAS 15200 LBS. ACFT WAS ESTABLISHED ON FINAL APCH IN THE LNDG CONFIGN AT VREF. THE PNF AND PF CONFIRMED THE CORRECT CONFIGN OF THE ACFT PRIOR TO TOUCHDOWN. THE RWY THRESHOLD WAS CROSSED AT APPROX 20 FT AT VREF AND TOUCHDOWN OCCURRED AT APPROX 275-300 FT DOWN THE RWY. SPD BRAKES WERE DEPLOYED BY THE PNF, THRUST REVERSER LEVERS WERE DEPLOYED BY THE PF AND BRAKING WAS INITIATED IMMEDIATELY. PNF OBSERVED BOTH ARM AND UNLOCK LIGHTS ILLUMINATE ON INDICATOR PANEL AND WITHIN A 3-5 SECOND PERIOD DID NOT OBSERVE THE DEPLOYED LIGHT ILLUMINATION. PNF INFORMED THE PF 'NO THRUST REVERSERS.' THE PNF IMMEDIATELY INITIATED MAX BRAKING ALONG WITH THE PF. PF AND PNF ELECTED NOT TO INITIATE A GAR AS THE AVAILABLE RWY AND OBSTACLES OFF THE DEP END PRECLUDED THIS OPTION. DURING THE MAX BRAKING EFFORT, THE ACFT ENCOUNTERED SEVERE UNDULATIONS DUE TO FROST HEAVES FOLLOWED BY WHAT WAS LATER DETERMINED TO BE A PATCH OF BLACK ICE. BOTH PF AND PNF FELT THE BRAKES RELEASE INDICATING THE ANTISKID WAS ACTIVE. THE ACFT DEPARTED THE NW CORNER OF THE RWY AND AFTER 180 DEGS OF ROTATION, CAME TO REST ON AN APPROX HDG OF 130 DEGS. ENGS WERE IMMEDIATELY SECURED AND THE PNF WENT TO THE BACK OF THE ACFT TO OPEN THE DOOR AND ASCERTAIN THE CONDITION OF THE PAX. ALL PAX AND CREW WERE DETERMINED NOT TO HAVE SUSTAINED ANY INJURY. RESCUE PERSONNEL WERE ON THE SCENE WITHIN 5-10 MINS. THE PAX WERE EVACED TO THE TERMINAL AND THE CREW MADE A DETERMINATION OF THE DAMAGE TO THE ACFT. THE PIC INFORMED EDMONTON FSS OF THE MISHAP. THE PIC NEXT INFORMED THE CHIEF PLT OF THE INCIDENT AND REQUESTED FURTHER INSTRUCTION. THE ACFT WAS REMOVED FROM ITS RESTING PLACE APPROX 3 HRS LATER TO THE TERMINAL BUILDING RAMP, WHEREBY ANOTHER VISUAL INSPECTION WAS PERFORMED BY THE CREW. MAINT PERSONNEL WERE CONTACTED AT VANCOUVER AND DISPATCHED TO THE SCENE TO INSPECT THE ACFT VIA COMMERCIAL AIR. UPON INSPECTION, THE ACFT WAS DETERMINED TO BE AIRWORTHY, SIGNED OFF SAFE FOR FLT, AND A FERRY PERMIT WAS OBTAINED FROM THE FAA AND CANADIAN AUTHS. ACFT WAS FLOWN TO VANCOUVER, BC, FOR INSPECTION. THE ACFT WAS PLACED ON JACKS WHERE NUMEROUS GEAR SWINGS AND CHKS WERE PERFORMED. FURTHER INSPECTION REVEALED NO DISCREPANCIES WITH THE LNDG GEAR AND ALL DAMAGE WAS SUBSEQUENTLY DOCUMENTED.

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.