Narrative:

I was captain on air carrier X en route from bfd to jhw. I reviewed the current WX; NOTAMS; and airport conditions for our route of flight and found that we required an alternate airport. I called dispatch and spoke with my dispatcher mr X and requested an alternate because we required one due to the forecast at our destination. He sent a new flight release with an alternate of pit. I reviewed the new release and found all WX; NOTAMS; and airport conditions to be good and we were ready to depart for jhw. Jhw WX was initially reported by ATIS at XA47Z; winds 230 degrees at 7 KTS; visibility 10 SM; light snow; broken clouds at 6500 ft; temperature 03 degrees C; dewpoint -06 degrees C; altimeter 29.76. While en route to jhw I noticed the WX to be lower than what the ATIS was reporting. I contacted unicom at jhw and requested a new ATIS. At XB37Z the WX was updated to winds 310 degrees at 17 KTS gusting to 27 KTS; visibility 3/4 SM; light snow; overcast clouds at 200 ft; temperature 01 degrees C; dewpoint -03 degrees C; altimeter 29.82. I found the WX to be meet the minimum requirements to allow us to commence the approach. Braking action at jhw was reported as fair to good and this allowed us a maximum crosswind component of 25 KTS. Our crosswind component was 23 KTS so we were within limits. We flew a stabilized ILS approach to runway 25 and had visual contact with the runway at 400 ft AGL. We touched down in the center of the runway; at a vref of 118 KIAS; in the touchdown zone at 1250 ft from the approach end of the runway. Due to crosswind and slippery runway conditions that were worse than advertised we slid off the downwind side of the runway. The left main wheels were off the runway and the left propeller impacted 1 runway edge light. After adding power and regaining directional control of the aircraft on the center of the runway I stopped the aircraft on the runway and looked out my window to check for damage. I noticed a vibration coming from the left engine and did not want to cause any further damage to the aircraft so I commanded the first officer to shut down the #1 engine. I then taxied the aircraft very slowly to the terminal ramp. I would have reported the braking action as poor to nil; much worse than what was expected and reported at the time. After exiting the runway and completing the after landing checklist I notified the cabin and asked the flight attendant if everyone was alright and she told me yes. We deplaned the aircraft; did a postflt inspection of the aircraft and logged the proper entries in the aircraft maintenance logbook. There were no injuries to passenger or crew and no damage to the aircraft other than 2 blades on the #1 engine propeller and a cracked navigation light cover. Supplemental information from acn 688587: the field condition was reported as fair to good braking action with thin loose snow.

Google
 

Original NASA ASRS Text

Title: SF340 FLT CREW SLIDES OFF SNOW COVERED RWY AT JHW; RESULTING IN ACFT DAMAGE.

Narrative: I WAS CAPT ON ACR X ENRTE FROM BFD TO JHW. I REVIEWED THE CURRENT WX; NOTAMS; AND ARPT CONDITIONS FOR OUR RTE OF FLT AND FOUND THAT WE REQUIRED AN ALTERNATE ARPT. I CALLED DISPATCH AND SPOKE WITH MY DISPATCHER MR X AND REQUESTED AN ALTERNATE BECAUSE WE REQUIRED ONE DUE TO THE FORECAST AT OUR DEST. HE SENT A NEW FLT RELEASE WITH AN ALTERNATE OF PIT. I REVIEWED THE NEW RELEASE AND FOUND ALL WX; NOTAMS; AND ARPT CONDITIONS TO BE GOOD AND WE WERE READY TO DEPART FOR JHW. JHW WX WAS INITIALLY RPTED BY ATIS AT XA47Z; WINDS 230 DEGS AT 7 KTS; VISIBILITY 10 SM; LIGHT SNOW; BROKEN CLOUDS AT 6500 FT; TEMP 03 DEGS C; DEWPOINT -06 DEGS C; ALTIMETER 29.76. WHILE ENRTE TO JHW I NOTICED THE WX TO BE LOWER THAN WHAT THE ATIS WAS RPTING. I CONTACTED UNICOM AT JHW AND REQUESTED A NEW ATIS. AT XB37Z THE WX WAS UPDATED TO WINDS 310 DEGS AT 17 KTS GUSTING TO 27 KTS; VISIBILITY 3/4 SM; LIGHT SNOW; OVCST CLOUDS AT 200 FT; TEMP 01 DEGS C; DEWPOINT -03 DEGS C; ALTIMETER 29.82. I FOUND THE WX TO BE MEET THE MINIMUM REQUIREMENTS TO ALLOW US TO COMMENCE THE APCH. BRAKING ACTION AT JHW WAS RPTED AS FAIR TO GOOD AND THIS ALLOWED US A MAX XWIND COMPONENT OF 25 KTS. OUR XWIND COMPONENT WAS 23 KTS SO WE WERE WITHIN LIMITS. WE FLEW A STABILIZED ILS APCH TO RWY 25 AND HAD VISUAL CONTACT WITH THE RWY AT 400 FT AGL. WE TOUCHED DOWN IN THE CTR OF THE RWY; AT A VREF OF 118 KIAS; IN THE TOUCHDOWN ZONE AT 1250 FT FROM THE APCH END OF THE RWY. DUE TO XWIND AND SLIPPERY RWY CONDITIONS THAT WERE WORSE THAN ADVERTISED WE SLID OFF THE DOWNWIND SIDE OF THE RWY. THE L MAIN WHEELS WERE OFF THE RWY AND THE L PROP IMPACTED 1 RWY EDGE LIGHT. AFTER ADDING PWR AND REGAINING DIRECTIONAL CTL OF THE ACFT ON THE CTR OF THE RWY I STOPPED THE ACFT ON THE RWY AND LOOKED OUT MY WINDOW TO CHK FOR DAMAGE. I NOTICED A VIBRATION COMING FROM THE L ENG AND DID NOT WANT TO CAUSE ANY FURTHER DAMAGE TO THE ACFT SO I COMMANDED THE FO TO SHUT DOWN THE #1 ENG. I THEN TAXIED THE ACFT VERY SLOWLY TO THE TERMINAL RAMP. I WOULD HAVE RPTED THE BRAKING ACTION AS POOR TO NIL; MUCH WORSE THAN WHAT WAS EXPECTED AND RPTED AT THE TIME. AFTER EXITING THE RWY AND COMPLETING THE AFTER LNDG CHKLIST I NOTIFIED THE CABIN AND ASKED THE FLT ATTENDANT IF EVERYONE WAS ALRIGHT AND SHE TOLD ME YES. WE DEPLANED THE ACFT; DID A POSTFLT INSPECTION OF THE ACFT AND LOGGED THE PROPER ENTRIES IN THE ACFT MAINT LOGBOOK. THERE WERE NO INJURIES TO PAX OR CREW AND NO DAMAGE TO THE ACFT OTHER THAN 2 BLADES ON THE #1 ENG PROP AND A CRACKED NAV LIGHT COVER. SUPPLEMENTAL INFO FROM ACN 688587: THE FIELD CONDITION WAS RPTED AS FAIR TO GOOD BRAKING ACTION WITH THIN LOOSE SNOW.

Data retrieved from NASA's ASRS site as of January 2009 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.