A lear 60, landing on an icy runway 18 slides past the end onto the uneven terrain at jac, wy.

Attributes
ACN	466095
Time
Date	200003
Day	Sun
Local Time Of Day	0601 To 1200
Place
Locale Reference	airport : jac.airport
State Reference	WY
Altitude	agl bound lower : 0 agl bound upper : 1000
Environment
Flight Conditions	IMC
Weather Elements	Ice
Light	Daylight
Aircraft 1
Controlling Facilities	tower : mco.tower
Operator	general aviation : corporate
Make Model Name	Learjet 60
Operating Under FAR Part	Part 91
Navigation In Use	ils localizer & glide slope : 18 other
Flight Phase	descent : approach landing : roll
Route In Use	approach : instrument precision arrival : on vectors
Flight Plan	IFR
Person 1
Affiliation	company : corporate
Function	flight crew : captain oversight : pic
Qualification	pilot : multi engine pilot : commercial pilot : atp pilot : instrument
Experience	flight time last 90 days : 100 flight time total : 4350 flight time type : 1400
ASRS Report	466095
Person 2
Affiliation	company : corporate
Function	flight crew : first officer
Qualification	pilot : commercial pilot : instrument pilot : multi engine
Events
Anomaly	excursion : runway other anomaly
Independent Detector	other flight crewa other flight crewb
Resolutory Action	none taken : unable
Consequence	other
Supplementary
Problem Areas	Flight Crew Human Performance ATC Facility Airport Environmental Factor Weather
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

Upon commencing the full approach to ILS runway 18, we had received AWOS which was 1200 ft overcast, 10 mi visibility, wind 020 degrees at 7 KTS, temperature -9 degrees C. Dewpoint -13 degrees C, altimeter 30.19, with a braking action report of fair. We figured the landing distance data, and determined that ILS runway 18 was the safest approach. We went to a visual approach at approximately 1000 ft AGL and we were configured and flying vref, made a normal touchdown, within the touchdown zone. Upon landing at approximately 800-1000 ft down the runway, we noticed very little deceleration, applied maximum braking. About 1/2 way down the runway, the aircraft began to slide left and right of centerline, returned aircraft to centerline, while continuing maximum braking. The aircraft overran the runway by approximately 160 ft. There were several contributing factors that have concluded this incident. We had later discovered that the latest braking action report was done at AA16, our landing was made 3 hours later. Prior to us landing, 2 aircraft had departed at approximately AC30 and AC45, both aircraft were delayed due to low visibility. We were the first aircraft to land at jac on mar/xa/00. Braking action during our landing was nil to poor. We had also discovered that the runway was 100% covered with thin ice. During the discussion and decision to land at the jac airport, we had determined that a 'fair' braking action report meant that braking action was 'adequate' or 'fairly good.' we based our primary judgement on that indication. Having known what I know now, if braking action report had said '100% ice on runway' I would have assessed the situation in a totally different aspect. I would have requested that another braking action report be done, with a breakdown of mu numbers, and that the report be broken down into runway portions. What is meant by that is: fair -- poor -- fair. This incident has given myself a new perspective with runway conditions and braking action reports. I feel that all pilots should be aware of this situation and be aware of the chain of events that led myself to make the decisions that I have made.

Original NASA ASRS Text

Title: A LEAR 60, LNDG ON AN ICY RWY 18 SLIDES PAST THE END ONTO THE UNEVEN TERRAIN AT JAC, WY.

Narrative: UPON COMMENCING THE FULL APCH TO ILS RWY 18, WE HAD RECEIVED AWOS WHICH WAS 1200 FT OVCST, 10 MI VISIBILITY, WIND 020 DEGS AT 7 KTS, TEMP -9 DEGS C. DEWPOINT -13 DEGS C, ALTIMETER 30.19, WITH A BRAKING ACTION RPT OF FAIR. WE FIGURED THE LNDG DISTANCE DATA, AND DETERMINED THAT ILS RWY 18 WAS THE SAFEST APCH. WE WENT TO A VISUAL APCH AT APPROX 1000 FT AGL AND WE WERE CONFIGURED AND FLYING VREF, MADE A NORMAL TOUCHDOWN, WITHIN THE TOUCHDOWN ZONE. UPON LNDG AT APPROX 800-1000 FT DOWN THE RWY, WE NOTICED VERY LITTLE DECELERATION, APPLIED MAX BRAKING. ABOUT 1/2 WAY DOWN THE RWY, THE ACFT BEGAN TO SLIDE L AND R OF CTRLINE, RETURNED ACFT TO CTRLINE, WHILE CONTINUING MAX BRAKING. THE ACFT OVERRAN THE RWY BY APPROX 160 FT. THERE WERE SEVERAL CONTRIBUTING FACTORS THAT HAVE CONCLUDED THIS INCIDENT. WE HAD LATER DISCOVERED THAT THE LATEST BRAKING ACTION RPT WAS DONE AT AA16, OUR LNDG WAS MADE 3 HRS LATER. PRIOR TO US LNDG, 2 ACFT HAD DEPARTED AT APPROX AC30 AND AC45, BOTH ACFT WERE DELAYED DUE TO LOW VISIBILITY. WE WERE THE FIRST ACFT TO LAND AT JAC ON MAR/XA/00. BRAKING ACTION DURING OUR LNDG WAS NIL TO POOR. WE HAD ALSO DISCOVERED THAT THE RWY WAS 100% COVERED WITH THIN ICE. DURING THE DISCUSSION AND DECISION TO LAND AT THE JAC ARPT, WE HAD DETERMINED THAT A 'FAIR' BRAKING ACTION RPT MEANT THAT BRAKING ACTION WAS 'ADEQUATE' OR 'FAIRLY GOOD.' WE BASED OUR PRIMARY JUDGEMENT ON THAT INDICATION. HAVING KNOWN WHAT I KNOW NOW, IF BRAKING ACTION RPT HAD SAID '100% ICE ON RWY' I WOULD HAVE ASSESSED THE SIT IN A TOTALLY DIFFERENT ASPECT. I WOULD HAVE REQUESTED THAT ANOTHER BRAKING ACTION RPT BE DONE, WITH A BREAKDOWN OF MU NUMBERS, AND THAT THE RPT BE BROKEN DOWN INTO RWY PORTIONS. WHAT IS MEANT BY THAT IS: FAIR -- POOR -- FAIR. THIS INCIDENT HAS GIVEN MYSELF A NEW PERSPECTIVE WITH RWY CONDITIONS AND BRAKING ACTION RPTS. I FEEL THAT ALL PLTS SHOULD BE AWARE OF THIS SIT AND BE AWARE OF THE CHAIN OF EVENTS THAT LED MYSELF TO MAKE THE DECISIONS THAT I HAVE MADE.

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.