Narrative:

On routine IFR trip cmh to teb. Teb WX had been fluctuating on visibility from 1/4 to 1/2 mi (snow), with ceilings 400-600 ft. During vectors for ILS runway 6 approach, the controller advised that the aircraft behind us in sequence would be the last, and that teb would close after that arrival. Our crew executed a precise, stable ILS approach. We saw the runway at approximately 150-200 ft above decision altitude, continued the approach, and landed. On touchdown and rollout, we noticed significant snow and slush build-up on runway (previous landing aircraft had reported braking action as 'fair'), however, the aircraft tracked straight on the center of runway 6. As we continued to decelerate toward the northeast end of runway 6, I tested braking a bit more forcefully. Found braking action to be 'fair to poor,' and asked first officer to report it as such to tower. Tower instructed us to 'turn left at taxiway B, hold short of runway 1.' we had come to almost a complete stop, so as I turned left toward taxiway B, it required greater than normal breakaway thrust to move through slush and snow. As we turned onto taxiway B, we saw that it was snow/slush covered except for tire tracks of 1 preceding aircraft. (Hold short lines nor signage were visible in blowing snow/snow coverage on ground.) preceding aircraft's tire tracks s-turned sharply ahead, so I was doubly concerned with braking action. I tested the brakes again while trying to remain centered, and our aircraft slid. Braking here was poor to nil. Once the aircraft stopped, I realized I was already into runway 1 (edge lights barely visible). In the interest of expediting, I continued to cross instead of trying to turn around in slippery conditions. Tower informed us of the encroachment and reminded us that runway 1 was active for departures. We apologized and advised we had slid onto runway with poor braking action. At this time, preceding aircraft advised they had done the same.

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Original NASA ASRS Text

Title: CPR JET SLIDES ONTO ACTIVE RWY DUE ICE, SLUSH, AND SNOW AT TEB.

Narrative: ON ROUTINE IFR TRIP CMH TO TEB. TEB WX HAD BEEN FLUCTUATING ON VISIBILITY FROM 1/4 TO 1/2 MI (SNOW), WITH CEILINGS 400-600 FT. DURING VECTORS FOR ILS RWY 6 APCH, THE CTLR ADVISED THAT THE ACFT BEHIND US IN SEQUENCE WOULD BE THE LAST, AND THAT TEB WOULD CLOSE AFTER THAT ARR. OUR CREW EXECUTED A PRECISE, STABLE ILS APCH. WE SAW THE RWY AT APPROX 150-200 FT ABOVE DECISION ALT, CONTINUED THE APCH, AND LANDED. ON TOUCHDOWN AND ROLLOUT, WE NOTICED SIGNIFICANT SNOW AND SLUSH BUILD-UP ON RWY (PREVIOUS LNDG ACFT HAD RPTED BRAKING ACTION AS 'FAIR'), HOWEVER, THE ACFT TRACKED STRAIGHT ON THE CTR OF RWY 6. AS WE CONTINUED TO DECELERATE TOWARD THE NE END OF RWY 6, I TESTED BRAKING A BIT MORE FORCEFULLY. FOUND BRAKING ACTION TO BE 'FAIR TO POOR,' AND ASKED FO TO RPT IT AS SUCH TO TWR. TWR INSTRUCTED US TO 'TURN L AT TXWY B, HOLD SHORT OF RWY 1.' WE HAD COME TO ALMOST A COMPLETE STOP, SO AS I TURNED L TOWARD TXWY B, IT REQUIRED GREATER THAN NORMAL BREAKAWAY THRUST TO MOVE THROUGH SLUSH AND SNOW. AS WE TURNED ONTO TXWY B, WE SAW THAT IT WAS SNOW/SLUSH COVERED EXCEPT FOR TIRE TRACKS OF 1 PRECEDING ACFT. (HOLD SHORT LINES NOR SIGNAGE WERE VISIBLE IN BLOWING SNOW/SNOW COVERAGE ON GND.) PRECEDING ACFT'S TIRE TRACKS S-TURNED SHARPLY AHEAD, SO I WAS DOUBLY CONCERNED WITH BRAKING ACTION. I TESTED THE BRAKES AGAIN WHILE TRYING TO REMAIN CTRED, AND OUR ACFT SLID. BRAKING HERE WAS POOR TO NIL. ONCE THE ACFT STOPPED, I REALIZED I WAS ALREADY INTO RWY 1 (EDGE LIGHTS BARELY VISIBLE). IN THE INTEREST OF EXPEDITING, I CONTINUED TO CROSS INSTEAD OF TRYING TO TURN AROUND IN SLIPPERY CONDITIONS. TWR INFORMED US OF THE ENCROACHMENT AND REMINDED US THAT RWY 1 WAS ACTIVE FOR DEPS. WE APOLOGIZED AND ADVISED WE HAD SLID ONTO RWY WITH POOR BRAKING ACTION. AT THIS TIME, PRECEDING ACFT ADVISED THEY HAD DONE THE SAME.

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.