Narrative:

I flew the approach and landing into pit. Conditions at the time were being reported as 1 mi visibility with snow; indefinite 900 ft ceilings; and mu's in the mid 20's. Runway conditions during approach were seen to be contaminated with light snow. During the landing roll on runway 10R; the aircraft skid slightly on ice; directional control was maintained with slight differential power. We slowed the aircraft with the thrust reversers only and did not use the brakes to clear the runway. The txwys were covered by a layer of snow making identify of any other possible hazards or contaminants difficult. The layer of snow also made seeing the taxiway centerline and markings difficult. We exited the runway at taxiway F3; and were instructed to taxi via txwys F and right and to hold short of runway 10C on taxiway right. Before reaching the hold short line; we were cleared to taxi via taxiway right and hold short of runway 14/32. We then asked for a different routing via taxiway east. Tower then cleared us via the routing; but advised to hold short of runway 14/32. We were taxiing at a slightly slower than normal speed. As we approached the hold short lines the aircraft's brakes were applied; but the aircraft started to skid on the ice. Maximum braking was then applied and the aircraft still was unresponsive. Then the thrust reverse system was applied to maximum reverse; but the aircraft continued to slide forward on the ice. The aircraft finally came to rest with approximately 70% of the aircraft past the hold short line; with the nose of the aircraft near the side of the runway. The aircraft also veered approximately 20 degrees right during the skid. Immediately as the aircraft came to a stop; a heavy transport passed in front of our aircraft and rotated for flight. The heavy transport aircraft's wingtip passed in front our aircraft by approximately 30-50 ft. This happened in such a small amount of time; that notification of ATC that we were skidding was impossible. Once the heavy transport rotated and began flying ATC asked if we were holding short of the runway. We immediately advised them that we had skid through the hold short line. ATC then cleared us to cross the runway. They also advised us of a phone number to contact the tower upon shutdown. Once our aircraft was shut down and secured; I called and spoke with the tower supervisor and advised him of what had happened. I then contacted my director of operations and director of inspections and informed them of the situation and asked if there was anything we could check on our aircraft. We proceeded with the checks that were outlined to us; and proceeded to continue with our day.

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Original NASA ASRS Text

Title: SA226 FLT CREW HAS RWY INCURSION ON RWY 32 AT PIT AFTER SKIDDING ON ICY TXWY. ACR JET IS DEPARTING ON RWY 32 AT THE TIME AND NARROWLY MISSES THE SA226.

Narrative: I FLEW THE APCH AND LNDG INTO PIT. CONDITIONS AT THE TIME WERE BEING RPTED AS 1 MI VISIBILITY WITH SNOW; INDEFINITE 900 FT CEILINGS; AND MU'S IN THE MID 20'S. RWY CONDITIONS DURING APCH WERE SEEN TO BE CONTAMINATED WITH LIGHT SNOW. DURING THE LNDG ROLL ON RWY 10R; THE ACFT SKID SLIGHTLY ON ICE; DIRECTIONAL CTL WAS MAINTAINED WITH SLIGHT DIFFERENTIAL PWR. WE SLOWED THE ACFT WITH THE THRUST REVERSERS ONLY AND DID NOT USE THE BRAKES TO CLR THE RWY. THE TXWYS WERE COVERED BY A LAYER OF SNOW MAKING IDENT OF ANY OTHER POSSIBLE HAZARDS OR CONTAMINANTS DIFFICULT. THE LAYER OF SNOW ALSO MADE SEEING THE TXWY CTRLINE AND MARKINGS DIFFICULT. WE EXITED THE RWY AT TXWY F3; AND WERE INSTRUCTED TO TAXI VIA TXWYS F AND R AND TO HOLD SHORT OF RWY 10C ON TXWY R. BEFORE REACHING THE HOLD SHORT LINE; WE WERE CLRED TO TAXI VIA TXWY R AND HOLD SHORT OF RWY 14/32. WE THEN ASKED FOR A DIFFERENT ROUTING VIA TXWY E. TWR THEN CLRED US VIA THE ROUTING; BUT ADVISED TO HOLD SHORT OF RWY 14/32. WE WERE TAXIING AT A SLIGHTLY SLOWER THAN NORMAL SPD. AS WE APCHED THE HOLD SHORT LINES THE ACFT'S BRAKES WERE APPLIED; BUT THE ACFT STARTED TO SKID ON THE ICE. MAX BRAKING WAS THEN APPLIED AND THE ACFT STILL WAS UNRESPONSIVE. THEN THE THRUST REVERSE SYS WAS APPLIED TO MAX REVERSE; BUT THE ACFT CONTINUED TO SLIDE FORWARD ON THE ICE. THE ACFT FINALLY CAME TO REST WITH APPROX 70% OF THE ACFT PAST THE HOLD SHORT LINE; WITH THE NOSE OF THE ACFT NEAR THE SIDE OF THE RWY. THE ACFT ALSO VEERED APPROX 20 DEGS R DURING THE SKID. IMMEDIATELY AS THE ACFT CAME TO A STOP; A HVT PASSED IN FRONT OF OUR ACFT AND ROTATED FOR FLT. THE HVT ACFT'S WINGTIP PASSED IN FRONT OUR ACFT BY APPROX 30-50 FT. THIS HAPPENED IN SUCH A SMALL AMOUNT OF TIME; THAT NOTIFICATION OF ATC THAT WE WERE SKIDDING WAS IMPOSSIBLE. ONCE THE HVT ROTATED AND BEGAN FLYING ATC ASKED IF WE WERE HOLDING SHORT OF THE RWY. WE IMMEDIATELY ADVISED THEM THAT WE HAD SKID THROUGH THE HOLD SHORT LINE. ATC THEN CLRED US TO CROSS THE RWY. THEY ALSO ADVISED US OF A PHONE NUMBER TO CONTACT THE TWR UPON SHUTDOWN. ONCE OUR ACFT WAS SHUT DOWN AND SECURED; I CALLED AND SPOKE WITH THE TWR SUPVR AND ADVISED HIM OF WHAT HAD HAPPENED. I THEN CONTACTED MY DIRECTOR OF OPS AND DIRECTOR OF INSPECTIONS AND INFORMED THEM OF THE SITUATION AND ASKED IF THERE WAS ANYTHING WE COULD CHK ON OUR ACFT. WE PROCEEDED WITH THE CHKS THAT WERE OUTLINED TO US; AND PROCEEDED TO CONTINUE WITH OUR DAY.

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.