Narrative:

First officer (first officer) found maintenance discrepancy on walk-around that led to an aircraft swap. Taf for ZZZ projected reduced vis with sn & br for our arrival time. I had flown the [previous] leg and we'd planned for first officer take the second leg; however; given WX forecast and first officer's 100 hrs in type; I said I'd take the ZZZ leg too and he could fly both legs the next day. Departed for ZZZ 1 - 1.5 hours late. Once established in cruise; aware of marginal weather conditions; we briefed early for an ILS CAT III 12R. We also looked at the CAT III for 12L and pulled landing data for both runways; but were aware 12L was likely not a viable option due to reported braking action and shorter runway length. Flight was otherwise uneventful until we were on the downwind leg getting vectored to final. ATC announced 12R was now closed for snow plowing; that they hoped to re-open in about 30 minutes; and to expect vectors for 12L. We quickly got an update on 12L braking action but it was still 'medium' so not a viable option as we needed 'good' for that runway. We asked about the possibility of plowing on 12R to finish any earlier than 30 minutes. No luck there. In the meantime; we had been weight restricted out of [our departure airport]; so fuel was tight and we had no time to loiter. So; we began a divert to our flight plan alternate of ZZZ1; however; after loading the route we realized we'd be landing with 3K or less on fuel. We quickly looked at other possible options and saw ZZZ2 was about 45 minutes closer than ZZZ1 and had acceptable weather; so we changed our divert to there. The ZZZ2 airfield was closed and there were big questions about parking; passengers; refueling; etc; but we could sort that out once safely on the ground. We landed uneventfully in ZZZ2 and I called dispatch to coordinate next steps. He said visibility and braking action had improved in ZZZ and planes were landing with no problems if we could possibly try again. Our [crew duty time limit] was going to be tight; but we agreed to make the honest effort. I briefed that we would still do the CAT III autoland regardless of how much the weather improved just because it had been such a long day. We were able to get fuel and soon relaunched for the 1-hr flight back to ZZZ. Between ATIS and ATC; we were staying constantly up to date on ZZZ weather and braking action and it was all positive. We got vectors for the CAT III ILS 12R and were handed off to tower on final. Then tower cleared us: 'braking action poor; cleared to land 12R.' we were in utter disbelief and sought to clarify the poor braking action. Tower relayed that a [previous arrival] landed 45 min earlier and reported braking action poor. We broke off the approach as we inquired about 12L. Braking action on 12L was basically unknown: plowed 'more recently' than 12R; but they would send a vehicle out to check. We told them we must have braking action 'good' on that runway and they said they were not optimistic about us having that. Meanwhile; fuel was getting tight again. Fun meters officially pegged; we began second divert for flight plan alternate of ZZZ3 where WX was 800/5 br with light southeast winds. I had begun to show some signs of fatigue enroute to ZZZ; so the first officer suggested he fly to ZZZ3 since he was a 'night owl' and fully alert. I felt this was a great idea; ZZZ3 weather reports showed no indications of runway contamination or braking reports; so we swapped controls. Dispatch inquired if we could make it to ZZZ1 instead of ZZZ3. We checked and saw we'd be landing with about 3K pounds of fuel if we did that; so declined and continued to ZZZ3 where we could land with 5-6k. We set up for the ILS in ZZZ3. [Another runway] was available; but did not have an ILS approach. Increased briefing time for the RNAV (GPS); longer vectors required (approaching from south); as well as no indications of any runway contamination; made the ILS seem like a perfectly rational choice. Per landing data; we could land with autobrakes 3;but opted for max just for the extra cushion. We had to dodge a couple of weather cells near final; but otherwise vectors to final were normal; the approach was very stable and the landing was on the numbers and on speed. In the rollout; we both quickly realized and the first officer announced we weren't slowing down. I saw he had TR's (thrust reversers) fully engaged and speed brake was deployed; so I commanded; 'max manual brakes; max manual brakes!' I looked again to ensure the first officer was fully braking. At this point we were decelerating some but approaching the end of the runway. I jumped on the brakes to no avail and we slowly slid off the end of the runway into the grass where we soon came to a stop in a rather smooth; non-violent manner. We took stock of the situation; having pax remain seated and flight attendant's check their condition. No unusual lights or indications in cockpit and cabin; all looked very stable; immediate evacuation not required. We fired up the APU; secured the engines and began coordination with ATC; company; etc. No reported injuries; everyone calm. Ground crew reported no immediate signs of aircraft damage. One of them took a measurement from the tail cone back to runway threshold and it was 115 ft. Another responder called this a 'flash freeze;' saying that it happened the day before as well.

Google
 

Original NASA ASRS Text

Title: Air carrier Captain reported a runway excursion upon landing rollout due to un-reported nil braking action due to ice.

Narrative: FO (First Officer) found maintenance discrepancy on walk-around that led to an aircraft swap. TAF for ZZZ projected reduced vis with SN & BR for our arrival time. I had flown the [previous] leg and we'd planned for FO take the second leg; however; given WX forecast and FO's 100 hrs in type; I said I'd take the ZZZ leg too and he could fly both legs the next day. Departed for ZZZ 1 - 1.5 hours late. Once established in cruise; aware of marginal weather conditions; we briefed early for an ILS CAT III 12R. We also looked at the CAT III for 12L and pulled landing data for both runways; but were aware 12L was likely not a viable option due to reported braking action and shorter runway length. Flight was otherwise uneventful until we were on the downwind leg getting vectored to final. ATC announced 12R was now closed for snow plowing; that they hoped to re-open in about 30 minutes; and to expect vectors for 12L. We quickly got an update on 12L braking action but it was still 'Medium' so not a viable option as we needed 'Good' for that runway. We asked about the possibility of plowing on 12R to finish any earlier than 30 minutes. No luck there. In the meantime; we had been weight restricted out of [our departure airport]; so fuel was tight and we had no time to loiter. So; we began a divert to our flight plan alternate of ZZZ1; however; after loading the route we realized we'd be landing with 3K or less on fuel. We quickly looked at other possible options and saw ZZZ2 was about 45 minutes closer than ZZZ1 and had acceptable weather; so we changed our divert to there. The ZZZ2 airfield was closed and there were big questions about parking; passengers; refueling; etc; but we could sort that out once safely on the ground. We landed uneventfully in ZZZ2 and I called dispatch to coordinate next steps. He said visibility and braking action had improved in ZZZ and planes were landing with no problems if we could possibly try again. Our [crew duty time limit] was going to be tight; but we agreed to make the honest effort. I briefed that we would still do the CAT III autoland regardless of how much the weather improved just because it had been such a long day. We were able to get fuel and soon relaunched for the 1-hr flight back to ZZZ. Between ATIS and ATC; we were staying constantly up to date on ZZZ weather and braking action and it was all positive. We got vectors for the CAT III ILS 12R and were handed off to tower on final. Then tower cleared us: 'Braking action poor; cleared to land 12R.' We were in utter disbelief and sought to clarify the poor braking action. Tower relayed that a [previous arrival] landed 45 min earlier and reported braking action poor. We broke off the approach as we inquired about 12L. Braking action on 12L was basically unknown: plowed 'more recently' than 12R; but they would send a vehicle out to check. We told them we must have braking action 'Good' on that runway and they said they were not optimistic about us having that. Meanwhile; fuel was getting tight again. Fun meters officially pegged; we began second divert for flight plan alternate of ZZZ3 where WX was 800/5 BR with light SE winds. I had begun to show some signs of fatigue enroute to ZZZ; so the FO suggested he fly to ZZZ3 since he was a 'night owl' and fully alert. I felt this was a great idea; ZZZ3 weather reports showed no indications of runway contamination or braking reports; so we swapped controls. Dispatch inquired if we could make it to ZZZ1 instead of ZZZ3. We checked and saw we'd be landing with about 3K pounds of fuel if we did that; so declined and continued to ZZZ3 where we could land with 5-6K. We set up for the ILS in ZZZ3. [Another runway] was available; but did not have an ILS approach. Increased briefing time for the RNAV (GPS); longer vectors required (approaching from south); as well as no indications of any runway contamination; made the ILS seem like a perfectly rational choice. Per landing data; we could land with autobrakes 3;but opted for Max just for the extra cushion. We had to dodge a couple of weather cells near final; but otherwise vectors to final were normal; the approach was very stable and the landing was on the numbers and on speed. In the rollout; we both quickly realized and the FO announced we weren't slowing down. I saw he had TR's (Thrust Reversers) fully engaged and speed brake was deployed; so I commanded; 'Max manual brakes; max manual brakes!' I looked again to ensure the FO was fully braking. At this point we were decelerating some but approaching the end of the runway. I jumped on the brakes to no avail and we slowly slid off the end of the runway into the grass where we soon came to a stop in a rather smooth; non-violent manner. We took stock of the situation; having pax remain seated and FA's check their condition. No unusual lights or indications in cockpit and cabin; all looked very stable; immediate evacuation not required. We fired up the APU; secured the engines and began coordination with ATC; company; etc. No reported injuries; everyone calm. Ground crew reported no immediate signs of aircraft damage. One of them took a measurement from the tail cone back to runway threshold and it was 115 ft. Another responder called this a 'flash freeze;' saying that it happened the day before as well.

Data retrieved from NASA's ASRS site 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.