Narrative:

I was the first officer on a flight that left willow run airport in a lear 35 en route to baltimore for an air ambulance flight. The final destination of the flight was san diego. Unable to make the flight nonstop, salina, ks, was chosen as a fuel stop because of its relatively favorable forecast and very long and wide runway (13337 ft X 200 ft). At about 15 mins away from salina airport, I called the FBO and they advised that the ramp and the runway were icy. I told the captain about the report of an icy ramp and runway, and he said that ATC had just advised him that the braking action was reported as poor, and that they had just deiced the runway. We decided to continue to salina, and the captain briefed me that he would be shooting the approach and that upon touchdown, if there was any doubt of making a safe landing, that he would call for a go around and I would be responsible for retracting the flaps. The active runway at salina was runway 35 and we set up for the ILS 35 approach. The WX was 700 ft overcast, 2 mi visibility with light freezing drizzle, winds were 080 degrees at 8 KTS. The approach was flown at a speed of vref plus 5-10 KTS (125-130 KIAS). We touched down on the fixed distance marker at vref. Shortly after touchdown, we started drifting to the left (west) side of the runway, at which time the captain called for a go around and to set the flaps at 8 degrees. Before I could retract the flaps he told me to abort the go around as he had regained directional control of the aircraft. We once again were aligned with the centerline and we were rolling out, slowing gradually. Salina tower told us to make a right turn at the next available taxiway, or perform a 180 degree turn and back taxi down the runway. I told tower that we would make the next right turn. As we were rolling down the runway, the captain was unable to slow the aircraft enough to make the turnoff. At that time I told the tower that we would need more time to stop and they advised that we could clear the runway when able. By this time the aircraft was fairly slow (estimated 20-25 KTS), but began to slide to the west side of the runway again. The captain said that he could not get the aircraft to stop and that we were just sliding. I could hear him pumping the brakes, but the aircraft would not respond. As we slid closer to the edge of the runway, I mentioned to the captain that we might be able to steer with differential power. He then added power to the left engine, but that just made us slide sideways, so he straightened the aircraft out with power on the right engine. By this time we were very close to the end of the runway, so the captain made the decision to try to steer the aircraft into the grass on the west side of the runway, rather than hit the approach lights at the end. He maneuvered the aircraft between the runway edge lights and into the grass. The aircraft went only about 20-25 ft into the grass before stopping. The ride was not very rough, no one was injured, and the aircraft sustained no damage. The fact that the runway was so long and had just been deiced was the reason that we decided to try to land at salina. In retrospect, we discovered that the deicing was ineffective and actually made the runway more slippery. There was so much ice on the runway that the deicing fluid could not melt it all. It just diluted, and then refroze.

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Original NASA ASRS Text

Title: LR35 ENCOUNTERS NIL BRAKING AND DEVIATES FROM RWY ON LNDG AT SLN.

Narrative: I WAS THE FO ON A FLT THAT LEFT WILLOW RUN ARPT IN A LEAR 35 ENRTE TO BALTIMORE FOR AN AIR AMBULANCE FLT. THE FINAL DEST OF THE FLT WAS SAN DIEGO. UNABLE TO MAKE THE FLT NONSTOP, SALINA, KS, WAS CHOSEN AS A FUEL STOP BECAUSE OF ITS RELATIVELY FAVORABLE FORECAST AND VERY LONG AND WIDE RWY (13337 FT X 200 FT). AT ABOUT 15 MINS AWAY FROM SALINA ARPT, I CALLED THE FBO AND THEY ADVISED THAT THE RAMP AND THE RWY WERE ICY. I TOLD THE CAPT ABOUT THE RPT OF AN ICY RAMP AND RWY, AND HE SAID THAT ATC HAD JUST ADVISED HIM THAT THE BRAKING ACTION WAS RPTED AS POOR, AND THAT THEY HAD JUST DEICED THE RWY. WE DECIDED TO CONTINUE TO SALINA, AND THE CAPT BRIEFED ME THAT HE WOULD BE SHOOTING THE APCH AND THAT UPON TOUCHDOWN, IF THERE WAS ANY DOUBT OF MAKING A SAFE LNDG, THAT HE WOULD CALL FOR A GAR AND I WOULD BE RESPONSIBLE FOR RETRACTING THE FLAPS. THE ACTIVE RWY AT SALINA WAS RWY 35 AND WE SET UP FOR THE ILS 35 APCH. THE WX WAS 700 FT OVCST, 2 MI VISIBILITY WITH LIGHT FREEZING DRIZZLE, WINDS WERE 080 DEGS AT 8 KTS. THE APCH WAS FLOWN AT A SPD OF VREF PLUS 5-10 KTS (125-130 KIAS). WE TOUCHED DOWN ON THE FIXED DISTANCE MARKER AT VREF. SHORTLY AFTER TOUCHDOWN, WE STARTED DRIFTING TO THE L (W) SIDE OF THE RWY, AT WHICH TIME THE CAPT CALLED FOR A GAR AND TO SET THE FLAPS AT 8 DEGS. BEFORE I COULD RETRACT THE FLAPS HE TOLD ME TO ABORT THE GAR AS HE HAD REGAINED DIRECTIONAL CTL OF THE ACFT. WE ONCE AGAIN WERE ALIGNED WITH THE CTRLINE AND WE WERE ROLLING OUT, SLOWING GRADUALLY. SALINA TWR TOLD US TO MAKE A R TURN AT THE NEXT AVAILABLE TXWY, OR PERFORM A 180 DEG TURN AND BACK TAXI DOWN THE RWY. I TOLD TWR THAT WE WOULD MAKE THE NEXT R TURN. AS WE WERE ROLLING DOWN THE RWY, THE CAPT WAS UNABLE TO SLOW THE ACFT ENOUGH TO MAKE THE TURNOFF. AT THAT TIME I TOLD THE TWR THAT WE WOULD NEED MORE TIME TO STOP AND THEY ADVISED THAT WE COULD CLR THE RWY WHEN ABLE. BY THIS TIME THE ACFT WAS FAIRLY SLOW (ESTIMATED 20-25 KTS), BUT BEGAN TO SLIDE TO THE W SIDE OF THE RWY AGAIN. THE CAPT SAID THAT HE COULD NOT GET THE ACFT TO STOP AND THAT WE WERE JUST SLIDING. I COULD HEAR HIM PUMPING THE BRAKES, BUT THE ACFT WOULD NOT RESPOND. AS WE SLID CLOSER TO THE EDGE OF THE RWY, I MENTIONED TO THE CAPT THAT WE MIGHT BE ABLE TO STEER WITH DIFFERENTIAL PWR. HE THEN ADDED PWR TO THE L ENG, BUT THAT JUST MADE US SLIDE SIDEWAYS, SO HE STRAIGHTENED THE ACFT OUT WITH PWR ON THE R ENG. BY THIS TIME WE WERE VERY CLOSE TO THE END OF THE RWY, SO THE CAPT MADE THE DECISION TO TRY TO STEER THE ACFT INTO THE GRASS ON THE W SIDE OF THE RWY, RATHER THAN HIT THE APCH LIGHTS AT THE END. HE MANEUVERED THE ACFT BTWN THE RWY EDGE LIGHTS AND INTO THE GRASS. THE ACFT WENT ONLY ABOUT 20-25 FT INTO THE GRASS BEFORE STOPPING. THE RIDE WAS NOT VERY ROUGH, NO ONE WAS INJURED, AND THE ACFT SUSTAINED NO DAMAGE. THE FACT THAT THE RWY WAS SO LONG AND HAD JUST BEEN DEICED WAS THE REASON THAT WE DECIDED TO TRY TO LAND AT SALINA. IN RETROSPECT, WE DISCOVERED THAT THE DEICING WAS INEFFECTIVE AND ACTUALLY MADE THE RWY MORE SLIPPERY. THERE WAS SO MUCH ICE ON THE RWY THAT THE DEICING FLUID COULD NOT MELT IT ALL. IT JUST DILUTED, AND THEN REFROZE.

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.