|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||0601 To 1200|
|Locale Reference||airport : 1bo|
airport : 1b0
|Altitude||agl bound lower : 0|
agl bound upper : 0
|Operator||common carrier : air taxi|
|Make Model Name||Small Aircraft, Low Wing, 2 Eng, Retractable Gear|
|Flight Phase||landing other|
|Route In Use||approach : visual|
|Affiliation||company : air taxi|
|Function||flight crew : single pilot|
|Qualification||pilot : cfi|
pilot : atp
|Experience||flight time last 90 days : 200|
flight time total : 2800
flight time type : 470
|Qualification||other other : other|
|Anomaly||other anomaly other|
other anomaly other
|Independent Detector||other flight crewa|
|Resolutory Action||none taken : anomaly accepted|
none taken : unable
|Air Traffic Incident||Pilot Deviation|
|Airport||procedure or policy : unspecified|
At approximately xa local time, I obtained a WX briefing from bangor, me, FSS. This briefing contained the NOTAM that dexter, me, braking action was 'fair to poor.' I departed laconia, nh, at approximately XA00 local, and picked up the passenger at fryburg, me, at approximately XB30 local. When I was 12 mi west of dexter I contacted unicom and was advised that the winds were light and variable and traffic was landing on runway 16. No further advisory was received pertaining to the braking action. I flew overhead on a crosswind leg which allowed me to observe the runway conditions. While patches of ice were observed on the runway with substantial amounts of what appeared to be black asphalt in the middle sections of the runway. I then entered downwind and flew a normal pattern to landing. I set the airplane up in a short field confign and touched down within 100' of the end of the runway. The runway sloped upwards during the initial portion of the roll out and the braking action was fair. At approximately midfield the runway began to slope downhill. As this was the southerly facing direction the sun had begun to melt the ice on the runway and had created black ice. The braking action on this portion of the runway was nil. As I neared the end of the runway it was apparent that the aircraft would not be able to stop before reaching the end. At this point I applied right rudder so as to place the left wingtip into the snowbank and stop the aircraft. The reason for attempting to stop on the runway instead of aborting the landing was based on the fact that only 1500' of runway remained at the point it was determined that the runway braking action was not sufficient to stop the aircraft, and I felt there was not enough room remaining for a safe landing abort. Callback conversation with reporter revealed the following: the reason the PF elected to depart side of runway was because aircraft speed was down to about 10 KTS and with braking nil aircraft would have gone off end of runway over a 45' drop onto 2 houses. Also learned reason unicom gave no report was because operator was gone and unicom was answered by his wife. Operator apologized to pilot as he knew runway condition and had wanted to warn him. FAA is satisfied pilot reacted properly and is taking no certificate action. Aircraft had only slight damage to wing tip, nose cone and tail cone.
Original NASA ASRS Text
Title: ATX SMA UNABLE TO STOP ON ICY RWY ELECTS RWY EXCURSION OFF SIDE IN SNOWBANK INSTEAD OF OVERSHOOT.
Narrative: AT APPROX XA LCL TIME, I OBTAINED A WX BRIEFING FROM BANGOR, ME, FSS. THIS BRIEFING CONTAINED THE NOTAM THAT DEXTER, ME, BRAKING ACTION WAS 'FAIR TO POOR.' I DEPARTED LACONIA, NH, AT APPROX XA00 LCL, AND PICKED UP THE PAX AT FRYBURG, ME, AT APPROX XB30 LCL. WHEN I WAS 12 MI W OF DEXTER I CONTACTED UNICOM AND WAS ADVISED THAT THE WINDS WERE LIGHT AND VARIABLE AND TFC WAS LNDG ON RWY 16. NO FURTHER ADVISORY WAS RECEIVED PERTAINING TO THE BRAKING ACTION. I FLEW OVERHEAD ON A XWIND LEG WHICH ALLOWED ME TO OBSERVE THE RWY CONDITIONS. WHILE PATCHES OF ICE WERE OBSERVED ON THE RWY WITH SUBSTANTIAL AMOUNTS OF WHAT APPEARED TO BE BLACK ASPHALT IN THE MIDDLE SECTIONS OF THE RWY. I THEN ENTERED DOWNWIND AND FLEW A NORMAL PATTERN TO LNDG. I SET THE AIRPLANE UP IN A SHORT FIELD CONFIGN AND TOUCHED DOWN WITHIN 100' OF THE END OF THE RWY. THE RWY SLOPED UPWARDS DURING THE INITIAL PORTION OF THE ROLL OUT AND THE BRAKING ACTION WAS FAIR. AT APPROX MIDFIELD THE RWY BEGAN TO SLOPE DOWNHILL. AS THIS WAS THE SOUTHERLY FACING DIRECTION THE SUN HAD BEGUN TO MELT THE ICE ON THE RWY AND HAD CREATED BLACK ICE. THE BRAKING ACTION ON THIS PORTION OF THE RWY WAS NIL. AS I NEARED THE END OF THE RWY IT WAS APPARENT THAT THE ACFT WOULD NOT BE ABLE TO STOP BEFORE REACHING THE END. AT THIS POINT I APPLIED RIGHT RUDDER SO AS TO PLACE THE LEFT WINGTIP INTO THE SNOWBANK AND STOP THE ACFT. THE REASON FOR ATTEMPTING TO STOP ON THE RWY INSTEAD OF ABORTING THE LNDG WAS BASED ON THE FACT THAT ONLY 1500' OF RWY REMAINED AT THE POINT IT WAS DETERMINED THAT THE RWY BRAKING ACTION WAS NOT SUFFICIENT TO STOP THE ACFT, AND I FELT THERE WAS NOT ENOUGH ROOM REMAINING FOR A SAFE LNDG ABORT. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING: THE REASON THE PF ELECTED TO DEPART SIDE OF RWY WAS BECAUSE ACFT SPD WAS DOWN TO ABOUT 10 KTS AND WITH BRAKING NIL ACFT WOULD HAVE GONE OFF END OF RWY OVER A 45' DROP ONTO 2 HOUSES. ALSO LEARNED REASON UNICOM GAVE NO RPT WAS BECAUSE OPERATOR WAS GONE AND UNICOM WAS ANSWERED BY HIS WIFE. OPERATOR APOLOGIZED TO PLT AS HE KNEW RWY CONDITION AND HAD WANTED TO WARN HIM. FAA IS SATISFIED PLT REACTED PROPERLY AND IS TAKING NO CERTIFICATE ACTION. ACFT HAD ONLY SLIGHT DAMAGE TO WING TIP, NOSE CONE AND TAIL CONE.
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.