Narrative:

Reported for duty at XA30 per operations. Flts were unusual this day because of snow storm in atl previous day. Aircraft was deiced and available for boarding at XH30. Engines started and blockout recorded at XH45. During taxi on runways, non-english speaking passenger in seats 1B and 1C had to be told to situation down and fasten seatbelts. Takeoff at XL05 and en route flight segments were normal. Approach to alb. First officer was flying. Captain contacted alb radio for WX as follows: 500' overcast, 3 mi visibility in fog, winds calm, altimeter 3020' and temperature 33 degrees, dew point 32 degrees. Noted OAT at +8 degrees C. Completed in-range checklist normally and briefed the alb VOR 16 approach. Following the briefing, captain and first officer discussed alertness conditions--being tired and in the aircraft and on duty for unusually extended periods--mental notes were made to xchk instruments and each other and to talk to one another throughout the approach. Executed VOR 16 approach to missed approach point and missed. Subsequently clrd dir putny and ILS runway 4 approach to alb. Flew procedure turn as depicted above the cloud layer. OAT still noted to be greater that 7 degrees C. Entered cloud layer inside final approach fix at 1800'. Continued approach normally until braking out at 600'. During final approach segment first officer was flying approach and captain continued to monitor flight instruments and make cockpit and ATC calls. Somewhere between outer and middle marker, captain noted non-english speaking passenger from seat 1C standing up, seatbelt unfastened, leaning into cockpit doorway to observe. Captain strongly advised passenger to situation down, while gesturing to fasten seatbelt. No ice buildup was noted between markers and first officer reported no adverse feel in control yoke and no adverse engine operation. Approximately XM15 approach was completed to normal landing on runway 4 at alb. Upon rollout, both engines failed within 1 second of one another. Aircraft was stopped on runway. Captain informed alb tower of power loss while first officer evacuate/evacuation'd passenger through the aft entry door. Captain contacted company requesting passenger transport to terminal and equipment to tow aircraft to gate. Throughout the flight, icing descriptions of any kind were not reported by alb radio, jacksonville center, alb approach control, alb tower or pilot reports. Heavy glaze ice was noted on aircraft wings, landing gear, spinners and belly antennas. No ice was noted on propeller blades or on center windscreen either during approach or after landing. Flight postscript: after a few days reflection on the flight, the captain would make these changes: inquire of alb radio and alb approach of reported or possible icing conditions in approach area, initially select the ILS approach to runway 4 to maximize the opportunities to land, use the aircraft engine anti-ice and ignition and propeller heat long cycle to lessen the adverse effects of icing, and, close the cockpit door during approach to prevent any passenger distrs during critical phases of flight.

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Original NASA ASRS Text

Title: ACR LTT INCURRED ICING ON FINAL APCH AND ON ROLLOUT BOTH ENGINES FLAMED OUT.

Narrative: RPTED FOR DUTY AT XA30 PER OPERATIONS. FLTS WERE UNUSUAL THIS DAY BECAUSE OF SNOW STORM IN ATL PREVIOUS DAY. ACFT WAS DEICED AND AVAILABLE FOR BOARDING AT XH30. ENGS STARTED AND BLOCKOUT RECORDED AT XH45. DURING TAXI ON RWYS, NON-ENGLISH SPEAKING PAX IN SEATS 1B AND 1C HAD TO BE TOLD TO SIT DOWN AND FASTEN SEATBELTS. TKOF AT XL05 AND ENRTE FLT SEGMENTS WERE NORMAL. APCH TO ALB. F/O WAS FLYING. CAPT CONTACTED ALB RADIO FOR WX AS FOLLOWS: 500' OVCST, 3 MI VIS IN FOG, WINDS CALM, ALTIMETER 3020' AND TEMP 33 DEGS, DEW POINT 32 DEGS. NOTED OAT AT +8 DEGS C. COMPLETED IN-RANGE CHKLIST NORMALLY AND BRIEFED THE ALB VOR 16 APCH. FOLLOWING THE BRIEFING, CAPT AND F/O DISCUSSED ALERTNESS CONDITIONS--BEING TIRED AND IN THE ACFT AND ON DUTY FOR UNUSUALLY EXTENDED PERIODS--MENTAL NOTES WERE MADE TO XCHK INSTRUMENTS AND EACH OTHER AND TO TALK TO ONE ANOTHER THROUGHOUT THE APCH. EXECUTED VOR 16 APCH TO MISSED APCH POINT AND MISSED. SUBSEQUENTLY CLRD DIR PUTNY AND ILS RWY 4 APCH TO ALB. FLEW PROC TURN AS DEPICTED ABOVE THE CLOUD LAYER. OAT STILL NOTED TO BE GREATER THAT 7 DEGS C. ENTERED CLOUD LAYER INSIDE FINAL APCH FIX AT 1800'. CONTINUED APCH NORMALLY UNTIL BRAKING OUT AT 600'. DURING FINAL APCH SEGMENT F/O WAS FLYING APCH AND CAPT CONTINUED TO MONITOR FLT INSTRUMENTS AND MAKE COCKPIT AND ATC CALLS. SOMEWHERE BTWN OUTER AND MIDDLE MARKER, CAPT NOTED NON-ENGLISH SPEAKING PAX FROM SEAT 1C STANDING UP, SEATBELT UNFASTENED, LEANING INTO COCKPIT DOORWAY TO OBSERVE. CAPT STRONGLY ADVISED PAX TO SIT DOWN, WHILE GESTURING TO FASTEN SEATBELT. NO ICE BUILDUP WAS NOTED BTWN MARKERS AND F/O RPTED NO ADVERSE FEEL IN CTL YOKE AND NO ADVERSE ENG OPERATION. APPROX XM15 APCH WAS COMPLETED TO NORMAL LNDG ON RWY 4 AT ALB. UPON ROLLOUT, BOTH ENGS FAILED WITHIN 1 SEC OF ONE ANOTHER. ACFT WAS STOPPED ON RWY. CAPT INFORMED ALB TWR OF PWR LOSS WHILE F/O EVAC'D PAX THROUGH THE AFT ENTRY DOOR. CAPT CONTACTED COMPANY REQUESTING PAX TRANSPORT TO TERMINAL AND EQUIP TO TOW ACFT TO GATE. THROUGHOUT THE FLT, ICING DESCRIPTIONS OF ANY KIND WERE NOT RPTED BY ALB RADIO, JACKSONVILLE CENTER, ALB APCH CTL, ALB TWR OR PLT RPTS. HEAVY GLAZE ICE WAS NOTED ON ACFT WINGS, LNDG GEAR, SPINNERS AND BELLY ANTENNAS. NO ICE WAS NOTED ON PROP BLADES OR ON CENTER WINDSCREEN EITHER DURING APCH OR AFTER LNDG. FLT POSTSCRIPT: AFTER A FEW DAYS REFLECTION ON THE FLT, THE CAPT WOULD MAKE THESE CHANGES: INQUIRE OF ALB RADIO AND ALB APCH OF RPTED OR POSSIBLE ICING CONDITIONS IN APCH AREA, INITIALLY SELECT THE ILS APCH TO RWY 4 TO MAXIMIZE THE OPPORTUNITIES TO LAND, USE THE ACFT ENG ANTI-ICE AND IGNITION AND PROP HEAT LONG CYCLE TO LESSEN THE ADVERSE EFFECTS OF ICING, AND, CLOSE THE COCKPIT DOOR DURING APCH TO PREVENT ANY PAX DISTRS DURING CRITICAL PHASES OF FLT.

Data retrieved from NASA's ASRS site as of August 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.