Narrative:

Please see attached company incident form. I believe this was totally avoidable. The understanding with the company and the pilot group is that when told to fly, either go or find another job. Both other airlines in mkg canceled all flts that day (only 2 operations at field all day). Also, the lake effect snow and the blizzard warning for the past 2 days was ignored by dispatch. We contacted them every time we landed to let them know we did not feel comfortable with the WX, and we were told 'it's within limits.' I believe we never actually left the runway. I think we hit a chunk of ice and that is what damaged the propeller and flap. While on approach to runway 32 in mkg, tower report previous braking action reports of poor on runway 32, previously reported by a BE1900, we were issued mu readings on 27, 28, 28 for runway 32 (poor). We were also advised of RVR +6000 ft and after being cleared to land and a wind check of 280 degrees at 18 KTS gusting to 22 KTS. Touched down approximately on center (runway was covered with snow) and applied inputs as needed to maintain centerline. While holding full correction, aircraft slid towards r-hand side of runway. R-hand propeller struck what we believe to be a chunk of ice near the side of the runway. Was able to bring airplane back to center as it slowed. Taxied back to terminal and noted no problems except flaps would not retract. Upon shutdown, noted damage to 3 blades on r-hand propeller and to inboard flap segment on r-hand side. I believe contributing factor to be in actual winds and/or wind gusts, and worse than reported braking. Also found after landing that there were snow drifts on runway we were not advised of. We went out with airport maintenance, found no damaged runway lights, no ice, nothing -- not even a snow bank high enough to hit. I believe the flap was damaged by a broken chunk of propeller blade going back and hitting the flap. The captain was the PF. Windshear was also a factor +/-5 KIAS all the way down. Another contributing factor was a white-out condition upon touchdown which drastically reduced visibility.

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Original NASA ASRS Text

Title: FLC OF BE02 ENCOUNTERED ICE, SNOW, AND WINDSHEAR UPON TOUCHDOWN AT MKG, MI. AFTER MOMENTARY LOSS OF CTL AND MINOR ACFT DAMAGE, FLT CONTINUED SAFELY TO GATE.

Narrative: PLEASE SEE ATTACHED COMPANY INCIDENT FORM. I BELIEVE THIS WAS TOTALLY AVOIDABLE. THE UNDERSTANDING WITH THE COMPANY AND THE PLT GROUP IS THAT WHEN TOLD TO FLY, EITHER GO OR FIND ANOTHER JOB. BOTH OTHER AIRLINES IN MKG CANCELED ALL FLTS THAT DAY (ONLY 2 OPS AT FIELD ALL DAY). ALSO, THE LAKE EFFECT SNOW AND THE BLIZZARD WARNING FOR THE PAST 2 DAYS WAS IGNORED BY DISPATCH. WE CONTACTED THEM EVERY TIME WE LANDED TO LET THEM KNOW WE DID NOT FEEL COMFORTABLE WITH THE WX, AND WE WERE TOLD 'IT'S WITHIN LIMITS.' I BELIEVE WE NEVER ACTUALLY LEFT THE RWY. I THINK WE HIT A CHUNK OF ICE AND THAT IS WHAT DAMAGED THE PROP AND FLAP. WHILE ON APCH TO RWY 32 IN MKG, TWR RPT PREVIOUS BRAKING ACTION RPTS OF POOR ON RWY 32, PREVIOUSLY RPTED BY A BE1900, WE WERE ISSUED MU READINGS ON 27, 28, 28 FOR RWY 32 (POOR). WE WERE ALSO ADVISED OF RVR +6000 FT AND AFTER BEING CLRED TO LAND AND A WIND CHK OF 280 DEGS AT 18 KTS GUSTING TO 22 KTS. TOUCHED DOWN APPROX ON CTR (RWY WAS COVERED WITH SNOW) AND APPLIED INPUTS AS NEEDED TO MAINTAIN CTRLINE. WHILE HOLDING FULL CORRECTION, ACFT SLID TOWARDS R-HAND SIDE OF RWY. R-HAND PROP STRUCK WHAT WE BELIEVE TO BE A CHUNK OF ICE NEAR THE SIDE OF THE RWY. WAS ABLE TO BRING AIRPLANE BACK TO CTR AS IT SLOWED. TAXIED BACK TO TERMINAL AND NOTED NO PROBS EXCEPT FLAPS WOULD NOT RETRACT. UPON SHUTDOWN, NOTED DAMAGE TO 3 BLADES ON R-HAND PROP AND TO INBOARD FLAP SEGMENT ON R-HAND SIDE. I BELIEVE CONTRIBUTING FACTOR TO BE IN ACTUAL WINDS AND/OR WIND GUSTS, AND WORSE THAN RPTED BRAKING. ALSO FOUND AFTER LNDG THAT THERE WERE SNOW DRIFTS ON RWY WE WERE NOT ADVISED OF. WE WENT OUT WITH ARPT MAINT, FOUND NO DAMAGED RWY LIGHTS, NO ICE, NOTHING -- NOT EVEN A SNOW BANK HIGH ENOUGH TO HIT. I BELIEVE THE FLAP WAS DAMAGED BY A BROKEN CHUNK OF PROP BLADE GOING BACK AND HITTING THE FLAP. THE CAPT WAS THE PF. WINDSHEAR WAS ALSO A FACTOR +/-5 KIAS ALL THE WAY DOWN. ANOTHER CONTRIBUTING FACTOR WAS A WHITE-OUT CONDITION UPON TOUCHDOWN WHICH DRASTICALLY REDUCED VISIBILITY.

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.