Narrative:

I have never been trained on how to land on a slippery runway. I have since been trained (during a simulator session) to use maximum braking right away, not to wait until 100 KTS. And during the rollout, after the 80 KTS call, do not come out of reverse. Use as much reverse thrust as is needed. Departure from st louis with cold WX, light snow and deicing required -- normal. En route -- normal. Forecast visibility was below 1 mi and ord's ATIS reported 1 mi visibility with light snow and fog. Captain (PF) elected to fly a monitored CAT 1 approach to runway 22L. Our landing weight was 149000 pounds and the winds were gusty. Bug speed was 132 KTS. I flew the autoplt down with bug plus 10-15 KTS because of the gusty winds. The autoplt flew the approach well. Captain took control at 300 ft AGL. He released the autoplt at approximately 100 ft, and flew the aircraft down to make a normal landing. Normal rollout with reverse thrust and normal deceleration followed. The first 1/3 of the runway appeared to be snow covered, middle 1/3 was patchy snow and last 1/3 was snow covered. I made the 80 KT call and saw the last high speed turnoff come and go. Then I saw the snow covered runway which didn't appear to have any tire marks in the snow. After my 80 KT call, captain eased the throttles towards reverse idle. Braking action seemed normal until we rolled onto the snow covered last 1/3 of the runway. At this point captain was easing the throttles back into reverse thrust. I could feel the brakes grab very slightly and then release numerous times. I could see the end of the runway ahead. Captain begun a turn to the right, towards the last turnoff. The aircraft only turned approximately 20 degrees right, then slid straight ahead and off the taxiway at approximately 5-10 KTS. I automatically started applying brakes about the time captain started the turn. We came to rest on a flat grassy surface. Captain immediately pulled all fuel levers to fuel cutoff and all t-handles. We then opened the cockpit door to check with the flight attendants and see how the passenger were doing. All was ok. As we departed the taxiway, I radioed the tower to say we slid off the runway and into the grass and that we needed the emergency equipment. Within a few mins the first emergency equipment arrived and we switched to ground control to talk to them. There were no abnormalities -- smoke, fire, etc. We called for buses and airstairs.

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Original NASA ASRS Text

Title: SNOW COVERED RWY, BRAKING ACTION RPTED AS FAIR, BUT POOR AT THE END. ACFT HVY AND CARRIED EXTRA SPD ON FINAL DUE TO TURB. ACFT DECELERATED SLOWLY AND BY THE LAST THIRD OF RWY WAS NIL. CAPT ATTEMPTED TO STEER ACFT ONTO TXWY S1, THE LAST TXWY, BUT ACFT SLID OFF AT TXWY S1.

Narrative: I HAVE NEVER BEEN TRAINED ON HOW TO LAND ON A SLIPPERY RWY. I HAVE SINCE BEEN TRAINED (DURING A SIMULATOR SESSION) TO USE MAX BRAKING RIGHT AWAY, NOT TO WAIT UNTIL 100 KTS. AND DURING THE ROLLOUT, AFTER THE 80 KTS CALL, DO NOT COME OUT OF REVERSE. USE AS MUCH REVERSE THRUST AS IS NEEDED. DEP FROM ST LOUIS WITH COLD WX, LIGHT SNOW AND DEICING REQUIRED -- NORMAL. ENRTE -- NORMAL. FORECAST VISIBILITY WAS BELOW 1 MI AND ORD'S ATIS RPTED 1 MI VISIBILITY WITH LIGHT SNOW AND FOG. CAPT (PF) ELECTED TO FLY A MONITORED CAT 1 APCH TO RWY 22L. OUR LNDG WT WAS 149000 LBS AND THE WINDS WERE GUSTY. BUG SPD WAS 132 KTS. I FLEW THE AUTOPLT DOWN WITH BUG PLUS 10-15 KTS BECAUSE OF THE GUSTY WINDS. THE AUTOPLT FLEW THE APCH WELL. CAPT TOOK CTL AT 300 FT AGL. HE RELEASED THE AUTOPLT AT APPROX 100 FT, AND FLEW THE ACFT DOWN TO MAKE A NORMAL LNDG. NORMAL ROLLOUT WITH REVERSE THRUST AND NORMAL DECELERATION FOLLOWED. THE FIRST 1/3 OF THE RWY APPEARED TO BE SNOW COVERED, MIDDLE 1/3 WAS PATCHY SNOW AND LAST 1/3 WAS SNOW COVERED. I MADE THE 80 KT CALL AND SAW THE LAST HIGH SPD TURNOFF COME AND GO. THEN I SAW THE SNOW COVERED RWY WHICH DIDN'T APPEAR TO HAVE ANY TIRE MARKS IN THE SNOW. AFTER MY 80 KT CALL, CAPT EASED THE THROTTLES TOWARDS REVERSE IDLE. BRAKING ACTION SEEMED NORMAL UNTIL WE ROLLED ONTO THE SNOW COVERED LAST 1/3 OF THE RWY. AT THIS POINT CAPT WAS EASING THE THROTTLES BACK INTO REVERSE THRUST. I COULD FEEL THE BRAKES GRAB VERY SLIGHTLY AND THEN RELEASE NUMEROUS TIMES. I COULD SEE THE END OF THE RWY AHEAD. CAPT BEGUN A TURN TO THE R, TOWARDS THE LAST TURNOFF. THE ACFT ONLY TURNED APPROX 20 DEGS R, THEN SLID STRAIGHT AHEAD AND OFF THE TXWY AT APPROX 5-10 KTS. I AUTOMATICALLY STARTED APPLYING BRAKES ABOUT THE TIME CAPT STARTED THE TURN. WE CAME TO REST ON A FLAT GRASSY SURFACE. CAPT IMMEDIATELY PULLED ALL FUEL LEVERS TO FUEL CUTOFF AND ALL T-HANDLES. WE THEN OPENED THE COCKPIT DOOR TO CHK WITH THE FLT ATTENDANTS AND SEE HOW THE PAX WERE DOING. ALL WAS OK. AS WE DEPARTED THE TXWY, I RADIOED THE TWR TO SAY WE SLID OFF THE RWY AND INTO THE GRASS AND THAT WE NEEDED THE EMER EQUIP. WITHIN A FEW MINS THE FIRST EMER EQUIP ARRIVED AND WE SWITCHED TO GND CTL TO TALK TO THEM. THERE WERE NO ABNORMALITIES -- SMOKE, FIRE, ETC. WE CALLED FOR BUSES AND AIRSTAIRS.

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