Narrative:

Radio gave us the latest NOTAMS; a similar runway surface report to the one we received earlier and advised us to contact CTAF for further information. When we tuned in CTAF at approximately XB15Z; state maintenance was in the process of giving a runway condition report to radio. The report was; runway plowed and sanded 60 ft wide the length of the runway. Dry urea was applied the length of the runway. Taplay reports of 37/36/36. We were in direct communication with the ZZZ state maintenance. I asked them when the dry urea was applied. They replied; 'at 07 after the hour.' I advised state maintenance that we would be unable to land for 30 minutes after the application of the urea. State maintenance was unaware of this requirement and had applied sand on the runway anticipating our arrival. They offered to brush the urea off the runway. I advised them the runway would have to be brushed or plowed before we could land. ZZZ DOT started brushing the runway with our anticipated landing time of XB37Z (which would be 30 minutes after the application of the urea). At approximately XB30Z; ATC cleared us for the rnp runway approach. I advised CTAF and the DOT of our anticipated arrival time of XB40Z. The DOT reported the runway had been brushed full length and all vehicles were clear of the runway. DOT also advised us that a squall was approaching the runway. Our efforts were to land before the squall arrived. We broke out at approximately 1;000 ft AGL. The runway appeared solid white as a normally just plowed runway would look. Touchdown was on the 500 ft marker (no exaggerations here) on speed. Maximum autobrakes had been pre-selected. Upon landing reverse detent #2 was achieved. It became immediately obvious that we had little braking and the runway was extremely slippery. As the autobrakes engaged and anti-skid released them; the directional control of the aircraft was extremely difficult and required immediate and aggressive application of almost full left and right rudder to maintain the centerline of the runway. The aircraft slowed to approximately 70 KTS by mid runway and I began to stow the reversers. As the reversers began to stow; it became obvious we had very little if any wheel braking. I redeployed the thrust reversers; in a gentle manner and used the reversers to bring the aircraft to a slow speed. Thrust reversers were stowed around 35 KTS and I used the remaining runway to bring the aircraft to a stop with gentle application of the wheel brakes. We turned around on the runway with approximately 1;600 ft remaining. I recommend a limitation be imposed that prevent us from landing on a runway when the outside temperature is between -1 and 1 degree C; and precipitation is falling or has been falling since the runway has been plowed or brushed. We must also learn the effects of applying urea to a cold runway while precipitation is falling.

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Original NASA ASRS Text

Title: B737 Captain reports landing on snow covered runway with reported braking action of medium to discover braking action is nil.

Narrative: Radio gave us the latest NOTAMS; a similar runway surface report to the one we received earlier and advised us to contact CTAF for further information. When we tuned in CTAF at approximately XB15Z; State Maintenance was in the process of giving a runway condition report to radio. The report was; runway plowed and sanded 60 FT wide the length of the runway. Dry Urea was applied the length of the runway. Taplay reports of 37/36/36. We were in direct communication with the ZZZ State Maintenance. I asked them when the Dry Urea was applied. They replied; 'at 07 after the hour.' I advised State Maintenance that we would be unable to land for 30 minutes after the application of the Urea. State Maintenance was unaware of this requirement and had applied sand on the runway anticipating our arrival. They offered to brush the Urea off the runway. I advised them the runway would have to be brushed or plowed before we could land. ZZZ DOT started brushing the runway with our anticipated landing time of XB37Z (which would be 30 minutes after the application of the Urea). At approximately XB30Z; ATC cleared us for the RNP Runway Approach. I advised CTAF and the DOT of our anticipated arrival time of XB40Z. The DOT reported the runway had been brushed full length and all vehicles were clear of the runway. DOT also advised us that a squall was approaching the runway. Our efforts were to land before the squall arrived. We broke out at approximately 1;000 FT AGL. The runway appeared solid white as a normally just plowed runway would look. Touchdown was on the 500 FT marker (no exaggerations here) on speed. Maximum autobrakes had been pre-selected. Upon landing reverse detent #2 was achieved. It became immediately obvious that we had little braking and the runway was extremely slippery. As the autobrakes engaged and anti-skid released them; the directional control of the aircraft was extremely difficult and required immediate and aggressive application of almost full left and right rudder to maintain the centerline of the runway. The aircraft slowed to approximately 70 KTS by mid runway and I began to stow the reversers. As the reversers began to stow; it became obvious we had very little if any wheel braking. I redeployed the thrust reversers; in a gentle manner and used the reversers to bring the aircraft to a slow speed. Thrust reversers were stowed around 35 KTS and I used the remaining runway to bring the aircraft to a stop with gentle application of the wheel brakes. We turned around on the runway with approximately 1;600 FT remaining. I recommend a limitation be imposed that prevent us from landing on a runway when the outside temperature is between -1 and 1 degree C; and precipitation is falling or has been falling since the runway has been plowed or brushed. We must also learn the effects of applying urea to a cold runway while precipitation is falling.

Data retrieved from NASA's ASRS site as of April 2012 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.