Airliner 99
Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Situational Awareness
Aircraft Equipment Problem Less Severe; Ground Event / Encounter Ground Strike - Aircraft
Aircraft Aircraft Damaged
Human Factors; Weather
After landing on Runway 16R; knowing that I had faster traffic 2 miles behind me; I elected to take the first high-speed taxiway exit; as is normal procedures for air traffic at ZZZ. Due to the rain and night conditions; upon turning towards the high speed exit at normal speed of approximately 40 kts; I realized that snowplows having plowed the snow/rain mixture from the runway had not cleaned up this portion of the taxiway adequately. Upon seeing an unusually high snow bank I'd estimate between 6 and 10 inches high across the taxiway; I began to slow the aircraft dramatically using brakes and max ground fine. I realized that due to the conditions I would be unable to stop in time; and selected out of ground fine into flight idle to ensure the engine was not under power. After going through the bank; the propeller sounded like it had hit and like it was clapping the air. Suspecting a prop strike; I monitored engine instruments as I cleared the runway and performed after landing checklist. During the taxi; the sound continued; but I observed no engine abnormalities. After taxiing to parking I performed a normal shutdown. I inspected both engine props and was able to tell that the left engine had 2 bent propeller blades; the right side appeared normal. I became aware of the issue after having crossed the snowbank and hearing a clapping sound from the propeller. I confirmed the suspicion after parking and shutting down the engine. I reviewed NOTAMs prior to the flight and was aware of Taxiway A; B; T having 8-10 inch snowbanks. The FICON for the runway listed braking action and type of de-icing used; but did not mention snowbanks. Poor visibility; during moderate rain and night conditions during a critical phase of exiting the runway on a high-speed taxiway exit contributed to the risk of the landing environment. Initially; I monitored engine instruments and performed appropriate checklists as required by company SOP. Additionally; I contacted the ZZZ Air Traffic Control Tower and informed them of the event and unsafe condition present at I assume all runway exits and the damage that would be caused to low-wing propeller aircraft as had been caused to mine. I contacted Dispatch and informed the Base Manager and Base Maintenance. I contacted Maintenance Control; then contacted the Chief Pilot on call. Better field reporting of runway conditions would give pilots a better idea of what to expect when exiting the runway. Although unsafe conditions were not present for the majority of aircraft (passenger jets) who have higher ground clearance; reports of snowbanks were mentioned on other taxiways and should have included all runway exits.
Airliner 99 First Officer reported a ground strike by the number one propeller into an unforeseen snow bank while taxiing.