Incident Overview
On January 31, 2011, at 2136 eastern standard time (EST), ExpressJet (BTA) 2693, an Embraer E145, was involved in a runway excursion and runway incursion at the James M. Cox Dayton International Airport (DAY), Dayton, Ohio. The flight had departed from Cleveland Hopkins International Airport (CLE) with 3 crew and 29 passengers on a scheduled Part 121 flight. There were no injuries to the passengers or crew. The airplane sustained damage to the left main gear door, auxiliary gear door, and the number 2 main tire.
Weather and Icing Conditions
At 2056 EST, the reported weather was wind 070 at 12 knots, visibility 10 statute miles, overcast ceiling at 1,900 feet above ground level (AGL). Temperature was minus 5 degrees Celsius, dew point minus 10 degrees Celsius, altimeter 30.11 inches of mercury. A special observation at 2139 reported wind 070 at 8 knots, visibility 7 statute miles in light freezing rain, overcast ceiling at 1,900 feet AGL, temperature minus 4 degrees Celsius, dew point minus 8 degrees Celsius, altimeter 30.10 inches of mercury. Freezing rain began at 2133 and snow began at 2119 ending at 2133 with a total accumulation of 0.01 inches of snow. Automatic Terminal Information Service (ATIS) information alpha was broadcasting at the time, reporting similar conditions. There were no braking action advisories in effect.
While descending en route to DAY, the flight encountered intermediate light rime icing. The pilots noted no mention of precipitation on the ATIS, but the captain suspected freezing rain due to temperature changes during descent.
Approach and Landing
BTA2693 was vectored for an ILS approach to runway 6L before being transferred to the DAY air traffic control tower (ATCT). DAY had closed runway 6L for anti-ice treatment. The flight elected to fly the ILS runway 6L approach and circle to land on runway 6R. After the crew reported the airport in sight, the DAY local controller cleared them to land on runway 6R.
While BTA2693 was on approach, the local controller solicited a braking action report from a previously landed aircraft, Labquest 650A, which advised that the taxiways and ramps were slick. Also, field maintenance reported ice on runway 6L and possible ice on runway 6R; this was relayed to BTA2693, who acknowledged.
According to the captain, the first officer (FO) was flying the approach with precipitation alternating between ice and rain. As speed decreased, icing developed from moderate mixed to moderate clear icing. The FO's windscreen wipers blurred his view, so the captain took over as pilot flying. The initial rollout was without incident, but as the airplane decelerated through 80 to 60 knots, the captain noted slight sliding to the right, then significant sliding to the left. He used full thrust reversers with negligible effect, applied light brake pressure, full right rudder, and differential thrust reverser, but could not correct the leftward motion. He attempted steering by retracting the left thrust reverser and adding positive thrust on the left engine and full reverse on the right, but the airplane continued left. When departure from the runway was imminent, he reapplied left thrust reverser and maximum reverse on both engines.
BTA2693 departed the left side of runway 6R several hundred feet from the intersection of Runway 6R and Runway 36, coming to a stop on Runway 36 facing northeast. This constituted a runway excursion and a runway incursion, as Runway 36 was active. No other aircraft were using that runway, and there was no risk of ground collision.
Post-Incident Actions
The pilots did not notice any lurching, loud sounds, or sense that the landing gear was sinking into the ground. They described the grassy area near the intersection as frozen tundra with 6-12 inches of snow and ice. Post-incident photographs showed tire tracks in the grassy area, a damaged distance remaining marker, and minimal snow accumulation.
An exterior inspection by airport operations and a test of the airplane's steering and rolling system by the pilots revealed no apparent damage preventing taxiing. After sanding of the taxiway, BTA2693 taxied under its own power to the gate.
The local controller had advised of possible ice on runway 6R, but the weather observation at the time of approach did not include precipitation. After landing, BTA2693 reported nil braking action and being off the runway. The transmission conflicted with a simultaneous report from an airfield vehicle. The controller was initially unaware of the runway excursion, and notification to the FAA was delayed until February 10, 2011.