Regional Jet 200 ER/LR (CRJ200)
Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Ground Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Air Traffic Control Provided Assistance; Aircraft Aircraft Damaged; Flight Crew Requested ATC Assistance / Clarification; General Flight Cancelled / Delayed; General Maintenance Action
Weather; Human Factors; Procedure
The flight from ZZZ began normally after changing airplanes in ZZZ. It began raining as my FO (First Officer) began the walk around and seeing the temperature around 2-3 degree C. We suspected the airplane would be contaminated and would need to be de-iced and anti-iced; with a wings and cowls anti-ice takeoff performance. As we de-iced and anti-iced with type 1 and 4 wings and tails; numerous airport operations vehicles were working to spray glycol and sand on the airport surfaces. It occurred to me that the wet surfaces are possibly beginning to freeze in some areas.Once receiving clearance to taxi; ground control informed us to use caution as numerous surfaces were reported as being slippery from what ground operations were reporting. As we began to taxi toward runway XX on the ramp and taxiway X; I used caution; and I noticed great aircraft control and braking ability; even during the engine clearing run up. We taxied quite slowly to the runway and I used caution around the last left turn onto X1. I stopped the airplane short of the runway hold short line with no indication of skidding or sliding. Once receiving takeoff clearance; I advanced the thrust and entered the runway quite slowly knowing there could be slippery surfaces. I entered the runway nearly straight ahead with intention of a somewhat sharp turn to align the airplane with the runway; as I usually do; to maximize runway takeoff distance.We crossed over the runway centerline and I began a gradual left turn at a walking pace of around 2-3 miles per hour. A second later I realized the airplane was no longer turning as it should and that we had lost traction on the nose. I applied the brakes and there was absolutely no response. I made a comment to [my FO] 'we are sliding; it's all black ice here; I can't stop.' It became immediately apparent the entire surface we were traveling over was black ice with nil (poor or none) braking and we were going to achieve an undesired aircraft state with the airplane off the runway surface. I decided to act and I released both thrust reversers simultaneously and increased the reverse thrust power to a degree that would arrest our skid. The reverse thrust worked to change our momentum to a complete stop. I stowed the thrust reversers and we began moving again with nil braking. I realized there was no safe action I could take at this time to change the aircraft position; and basically accepted that we were going to the side of the runway into an apparent snow bank area of plowed snow.I continued to hold the tiller full left for an attempt of control as we entered the snow bank area at about a 45 degree angle. We went nose first at about 1-3 mph into the bank and stopped. There was no apparent impact or abrupt movement of the airplane. I set the parking brake and instructed [my FO] to tell tower we slide to the side of the runway. Tower canceled our takeoff clearance and asked if we needed assistance. We said yes. I then called back to our Flight Attendant. I told her that we have a situation and described it to her. It became apparent she did not know the event occurred as well as none of the passengers at that time. I assumed there were no injuries. Emergency vehicles arrived on scene with lights flashing. I then made a passenger announcement and said something like' ...we have an abnormal announcement; while we were entering the runway we lost braking over an area of black ice and slid to the side of the runway; there is a fire truck and vehicles on the left of the airplane with light flashing but the airplane it not damaged at this time and is safe; please remain seated with seatbelts fastened. I will keep you updated.' I returned to [my FO.] At that time multiple emergency personnel were inspecting the nose gear; and the tower controller instructed us to switch to ground control frequency to communicate with the airport operations. We made contact and they informed us that the airplane was actually still on the runway asphalt. I shut the engines down. Over the next hour or so I began making calls to maintenance control for help with a tug operation; [Operations Control] for guidance on decision making; as well as regular calls to [our Flight Attendant] and PA announcements. At first the plan was to keep the passengers on board and possibly tow the airplane out of the position that it was in and back to the gate. After MX arrived they informed us there was some damage to the nose gear. [Operations Control]; MX; and I decided it would be safest for the passengers to deplane and bus them to the terminal rather than risk another incident with potential injury. The airport operations did a great job coordinating the passenger removal and everyone was safely transported to the terminal. We left the airplane for MX to tow and the event was over at that time. There were no injuries.The cause of the event was improper de-ice glycol fluid application to the runway end by airport operations personal; As well as in accurate runway condition reporting on their end to the status of the runway. The runway entrance and end were black ice in the section that we attempted taxi; and we later assumed the de-ice glycol was applied to the runway entrance in a sweeping left turn swath that left a big section of untreated black ice over 'the numbers.'Operations personnel should de-ice the entire runway from end to end if they are going to report a cleared width of wet glycol fluid with a remainder of some contaminant on the runway side edges.
CRJ-200 Captain reported loss of aircraft control due to sliding on ice during taxing onto runway.