Narrative:

Heavy snow with very low visibilities was reported in ZZZ during our flight. As we approached ZZZ; the reports improved somewhat. However the wind had picked up from light and variable to 11 knots gusting to 19 at 80 degrees off runway heading. We were aware of braking action advisories from the ATIS. Our final ATIS indicated wind at 050 at 10 gusting to 15; braking action fair for our runway; and we were given an RVR of 2000 which was sufficient to begin the approach. I had earlier notified the dispatcher that I was a high minimum captain and could do a cat 2 but not a cat 3 approach. I had also performed an autoland preflight check prior to departure in anticipation of a low visibility approach. I chose to do a coupled cat 1 ILS and planned to disconnect the autopilot at minimums rather than an autoland to improve control during the landing roll. The approach was stable and we saw the approach lights about 100 feet above minimums and the landing threshold shortly after that. I was also using flaps 40 and maximum autobrakes. The landing runway was 9000 feet long. I touched down on centerline in the touchdown zone tracking straight down the runway. I lowered the nose and raised the reversers to reverse idle. So far; so good. However; I began to notice that the aircraft heading was moving slightly left (into the wind). I attempted to correct this with right rudder and making sure that the reversers were in reverse idle. I continued to add right rudder until I had full right rudder deflection. The aircraft heading stayed left and the aircraft felt as if it were in a skid. It also gradually moved toward the left edge of the runway and finally we could tell it left the prepared surface. The first officer came on the rudder about this time to assist me but could tell the rudder was already at full deflection to the right. Finally the heading started to come right and there was no apparent deceleration caused by the runway excursion. We continued back onto the runway. By now we were slowed to around 60 knots. I adjusted the rudder inputs and managed to gain control of the aircraft; steering it to the runway centerline and slowing to taxi speed. I exited the runway under control and stopped the aircraft. We made a notification of our incident to tower and they sent the subsequent aircraft around. The aircraft felt normal but I asked for an airport vehicle to look at us to determine if there was any apparent damage. With a favorable report; we chose to taxi the aircraft to the gate. The aircraft continued to seem normal and the taxi to the gate uneventful. We did an engine runup to 70% N1 on each engine for 15 seconds shortly before parking. Each engine accelerated normally. After parking each of us looked at the aircraft. There was no apparent or obvious damage but there was much mud and snow on the landing gear assemblies and the undersides of the wings.

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Original NASA ASRS Text

Title: MD80 Captain reports a runway excursion after landing in a snow storm with a sixty degree crosswind. As the rollout continued the aircraft is returned to the paved surface then taxied to the gate with no apparent damage.

Narrative: Heavy snow with very low visibilities was reported in ZZZ during our flight. As we approached ZZZ; the reports improved somewhat. However the wind had picked up from light and variable to 11 knots gusting to 19 at 80 degrees off runway heading. We were aware of Braking Action Advisories from the ATIS. Our final ATIS indicated wind at 050 at 10 gusting to 15; braking action fair for our runway; and we were given an RVR of 2000 which was sufficient to begin the approach. I had earlier notified the dispatcher that I was a high minimum Captain and could do a Cat 2 but not a Cat 3 approach. I had also performed an Autoland preflight check prior to departure in anticipation of a low visibility approach. I chose to do a coupled Cat 1 ILS and planned to disconnect the autopilot at minimums rather than an autoland to improve control during the landing roll. The approach was stable and we saw the approach lights about 100 feet above minimums and the landing threshold shortly after that. I was also using Flaps 40 and maximum autobrakes. The landing runway was 9000 feet long. I touched down on centerline in the touchdown zone tracking straight down the runway. I lowered the nose and raised the reversers to reverse idle. So far; so good. However; I began to notice that the aircraft heading was moving slightly left (into the wind). I attempted to correct this with right rudder and making sure that the reversers were in reverse idle. I continued to add right rudder until I had full right rudder deflection. The aircraft heading stayed left and the aircraft felt as if it were in a skid. It also gradually moved toward the left edge of the runway and finally we could tell it left the prepared surface. The First Officer came on the rudder about this time to assist me but could tell the rudder was already at full deflection to the right. Finally the heading started to come right and there was no apparent deceleration caused by the runway excursion. We continued back onto the runway. By now we were slowed to around 60 knots. I adjusted the rudder inputs and managed to gain control of the aircraft; steering it to the runway centerline and slowing to taxi speed. I exited the runway under control and stopped the aircraft. We made a notification of our incident to Tower and they sent the subsequent aircraft around. The aircraft felt normal but I asked for an airport vehicle to look at us to determine if there was any apparent damage. With a favorable report; we chose to taxi the aircraft to the gate. The aircraft continued to seem normal and the taxi to the gate uneventful. We did an engine runup to 70% N1 on each engine for 15 seconds shortly before parking. Each engine accelerated normally. After parking each of us looked at the aircraft. There was no apparent or obvious damage but there was much mud and snow on the landing gear assemblies and the undersides of the wings.

Data retrieved from NASA's ASRS site as of April 2012 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.