AN ARRIVING ATR72 REQUESTED A TURN IN AT THE OM DUE TO MODERATE RIME ICING THAT WAS ACCUMULATING ON THE ACFT; FORGETS TO CONTACT TWR AT THE OM AND LANDS WITHOUT CLRNC IN IMC CONDITIONS. SNOW VEHICLES WERE OPERATING AT THE END OF THE RWY WHEN THE ATR72 LANDED.

Narrative

THE EVENTS THAT LED UP TO OUR SIT OCCURRED AS FOLLOWS. WE WERE BEING VECTORED FOR THE ILS RWY 25 APCH. THE ACFT WAS IN ATMOSPHERIC ICING CONDITIONS WITH MODERATE RIME ICE ACCRETING ON THE ACFT AT 2400 FT MSL. WE ASKED APCH TO GIVE US A TURN CLOSE TO THE MARKER; SO THAT WE WOULD LIMIT OUR TIME IN THE ICE. ALL CHKS WERE COMPLETED PRIOR TO OUR FINAL VECTORS FOR THE APCH; EXCEPT FOR THE BEFORE LNDG CHKLIST. THE FO WAS FLYING THE ACFT WITH THE AUTOPLT ON AND THE APCH MODE SELECTED. WE INTERCEPTED THE LOC NORMALLY AND AWAITED FOR THE GS TO COME ALIVE. DURING THIS TIME PERIOD I WAS MONITORING THE ICING SIT OUTSIDE THE ACFT. THEN WHEN I RETURNED MY ATTN INSIDE THE ACFT I NOTICED WE WERE ABOVE THE GS AND ON TOP OF THE OM. THE AUTOPLT DID NOT CAPTURE THE GS; AND AT THIS TIME WE RECEIVED A FREQ CHANGE FROM APCH TO CONTACT THE TWR. ALSO WE STARTED THE PROCESS OF THE BEFORE LNDG CHKS. I MADE SURE THE FO REALIZED OUR POS AND THAT THE AUTOPLT DID NOT CAPTURE THE GS. WE WERE INSIDE THE OM AT THIS TIME AND UNCOUPLED THE AUTOPLT AND STARTED A DSCNT TO CAPTURE THE GS. WE THEN INTERCEPTED THE GS; FINISHED THE BEFORE LNDG CHKLIST; ALONG WITH ALL OTHER REQUIRED CALLOUTS AND I MONITORED THE APCH. I KNOW FOR A FACT THAT WE DID SWITCH TO THE TWR WHEN INSTRUCTED BY APCH BECAUSE WE BOTH HEARD THE FREQ CHANGE IN THE RADIOS. I ALSO LOOKED UP TO THE POS OF THE TAXI LIGHT SWITCH; WHICH WAS ON. THIS IS OUR REMINDER; AND IS USED TO CONFIRM WE WERE CLRED TO LAND. WE BROKE OUT OF THE CLOUDS AT 1900 FT TO 1800 FT AGL; BUT FLT VISIBILITY WAS LESS THAN 1 MI. WE PICKED UP THE RWY ENVIRONMENT AT ABOUT 1 1/2 MI FROM THE APCH END OF RWY 25; AND VISIBILITY WAS GETTING BETTER. WE LANDED NORMALLY AND TURNED OFF THE RWY APPROX 2500 FT TO 3000 FT DOWN THE RWY. AT THAT TIME WE NOTICED TRUCKS ON THE RWY AT THE VERY FAR END OF THE RWY. NOTE THAT THIS RWY IS 10200 FT LONG. AFTER PERFORMING OUR SHUT DOWN CHKS AT THE GATE; WE WENT INSIDE THE TERMINAL TO DISCUSS OUR SIT WITH THE CTLRS VIA TELEPHONE. I FEEL THAT MANY FACTORS CONTRIBUTED TO THIS EVENT. FIRST THE HIGH WORKLOAD AT THE TIME OF THE FREQ CHANGE FROM APCH TO TWR. WE WERE MONITORING OUR ICING CONDITIONS AND PERFORMING CHKLIST; ALONG WITH THE FAILURE OF THE AUTOPLT TO CAPTURE THE GS. I WAS ALSO VERY MUCH INVOLVED WITH FLYING THIS ACFT; MONITORING THE APCH AND MAY HAVE NOT VERBALLY CONTACTED THE TWR. I ALSO FEEL THE TWR SHOULD HAVE KNOWN WHERE WE WERE AND SHOULD HAVE PROMPTED RADIO CONTACT WITH US; IF WE DID NOT MAKE RADIO CONTACT WITH THEM. ALSO DURING SNOW REMOVAL PROCS THE EQUIP SHOULD BE OFF THE RWY PRIOR TO COMMENCING AN APCH TO THAT ARPT. THERE WERE MANY CONTRIBUTING FACTORS TAKING PLACE DURING THIS EVENT. I DO FEEL ALL PARTIES INVOLVED LEARNED VALUABLE LESSONS AND THANK GOD IT WAS A LEARNING EXPERIENCE. I KNOW MY PERSONAL PROCS ARE GOING TO CHANGE SOMEWHAT DUE TO THIS EVENT. VERIFY RWYS ARE CLR; AND ALWAYS GET A RESPONSE.