Narrative:

See printed page, it is what I sent into the chief pilot except for the last paragraph. I added this for your purpose in hopes some changes could be made. I am writing to let you know of the events on jan/fri/99, in wichita, ks. I was the first officer working from cincinnati to wichita. On the descent, captain briefed me on how he would fly the approach and we also discussed the possibility of ice on the runway and txwys. When I checked on with wichita approach I requested an update on the condition of the runways. They told me they would check and get back to us. When they did, we were told that the last PIREP was from about 40 mins prior and that since then chemical deicing had been applied to the runway and we were given an mu value between 40 and 50. We continued on the ILS to runway 19R and checked on with tower. We received a report from them that was consistent with the other reports and were cleared to land. The approach and landing were normal and the condition of the runway was mostly good with patches of ice. On the landing roll there was no loss of directional control and braking seemed to be good. Captain turned left off the runway onto taxiway D3 at a slower than normal taxi speed. We were mostly through the turn when we started sliding to the right. We ended up with the right main gear in the grass and the right wingtip touching the ground. The nosewheel was in the grass and the left main gear was on the taxiway. The captain shut the engines down and ran checklists while I communicated with the tower. Everyone stayed in their seats until the fire department arrived except the flight attendant. She checked on the passenger and opened the door to see if we were ok and to report on the passenger. No one was injured. When the fire department arrived they were asked to walk around the aircraft and check for fuel or anything else that might be a hazard to us. They reported that they didn't think any fuel was leaking but that there was a faint smell of fuel. With that information we had the passenger disembark through the service door due to the attitude of the aircraft. They then got on the bus provided by the airport. After securing the airplane we went with the passenger to the gate. Then we went on to operations to make appropriate phone calls. As I look back on the event I wish there would have been more up to the min information on what txwys they had deiced. We were given a report but it didn't seem to be very current or accurate. The system of NOTAMS takes too long and wouldn't have helped much in this instance. If the ground crews could report up to the min information in a specific format to the tower, the information could then be passed on to the pilots. I understand that the conditions were anything but normal, however better communication could have helped in this situation.

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Original NASA ASRS Text

Title: FLC OF CL65 SLID PARTIALLY OFF TXWY AFTER UNEVENTFUL LNDG AT ICT.

Narrative: SEE PRINTED PAGE, IT IS WHAT I SENT INTO THE CHIEF PLT EXCEPT FOR THE LAST PARAGRAPH. I ADDED THIS FOR YOUR PURPOSE IN HOPES SOME CHANGES COULD BE MADE. I AM WRITING TO LET YOU KNOW OF THE EVENTS ON JAN/FRI/99, IN WICHITA, KS. I WAS THE FO WORKING FROM CINCINNATI TO WICHITA. ON THE DSCNT, CAPT BRIEFED ME ON HOW HE WOULD FLY THE APCH AND WE ALSO DISCUSSED THE POSSIBILITY OF ICE ON THE RWY AND TXWYS. WHEN I CHKED ON WITH WICHITA APCH I REQUESTED AN UPDATE ON THE CONDITION OF THE RWYS. THEY TOLD ME THEY WOULD CHK AND GET BACK TO US. WHEN THEY DID, WE WERE TOLD THAT THE LAST PIREP WAS FROM ABOUT 40 MINS PRIOR AND THAT SINCE THEN CHEMICAL DEICING HAD BEEN APPLIED TO THE RWY AND WE WERE GIVEN AN MU VALUE BTWN 40 AND 50. WE CONTINUED ON THE ILS TO RWY 19R AND CHKED ON WITH TWR. WE RECEIVED A RPT FROM THEM THAT WAS CONSISTENT WITH THE OTHER RPTS AND WERE CLRED TO LAND. THE APCH AND LNDG WERE NORMAL AND THE CONDITION OF THE RWY WAS MOSTLY GOOD WITH PATCHES OF ICE. ON THE LNDG ROLL THERE WAS NO LOSS OF DIRECTIONAL CTL AND BRAKING SEEMED TO BE GOOD. CAPT TURNED L OFF THE RWY ONTO TXWY D3 AT A SLOWER THAN NORMAL TAXI SPD. WE WERE MOSTLY THROUGH THE TURN WHEN WE STARTED SLIDING TO THE R. WE ENDED UP WITH THE R MAIN GEAR IN THE GRASS AND THE R WINGTIP TOUCHING THE GND. THE NOSEWHEEL WAS IN THE GRASS AND THE L MAIN GEAR WAS ON THE TXWY. THE CAPT SHUT THE ENGS DOWN AND RAN CHKLISTS WHILE I COMMUNICATED WITH THE TWR. EVERYONE STAYED IN THEIR SEATS UNTIL THE FIRE DEPT ARRIVED EXCEPT THE FLT ATTENDANT. SHE CHKED ON THE PAX AND OPENED THE DOOR TO SEE IF WE WERE OK AND TO RPT ON THE PAX. NO ONE WAS INJURED. WHEN THE FIRE DEPT ARRIVED THEY WERE ASKED TO WALK AROUND THE ACFT AND CHK FOR FUEL OR ANYTHING ELSE THAT MIGHT BE A HAZARD TO US. THEY RPTED THAT THEY DIDN'T THINK ANY FUEL WAS LEAKING BUT THAT THERE WAS A FAINT SMELL OF FUEL. WITH THAT INFO WE HAD THE PAX DISEMBARK THROUGH THE SVC DOOR DUE TO THE ATTITUDE OF THE ACFT. THEY THEN GOT ON THE BUS PROVIDED BY THE ARPT. AFTER SECURING THE AIRPLANE WE WENT WITH THE PAX TO THE GATE. THEN WE WENT ON TO OPS TO MAKE APPROPRIATE PHONE CALLS. AS I LOOK BACK ON THE EVENT I WISH THERE WOULD HAVE BEEN MORE UP TO THE MIN INFO ON WHAT TXWYS THEY HAD DEICED. WE WERE GIVEN A RPT BUT IT DIDN'T SEEM TO BE VERY CURRENT OR ACCURATE. THE SYS OF NOTAMS TAKES TOO LONG AND WOULDN'T HAVE HELPED MUCH IN THIS INSTANCE. IF THE GND CREWS COULD RPT UP TO THE MIN INFO IN A SPECIFIC FORMAT TO THE TWR, THE INFO COULD THEN BE PASSED ON TO THE PLTS. I UNDERSTAND THAT THE CONDITIONS WERE ANYTHING BUT NORMAL, HOWEVER BETTER COM COULD HAVE HELPED IN THIS SIT.

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.