Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Flight Instructor
Flight Crew Last 90 Days 60; Flight Crew Total 12300; Flight Crew Type 5800
Confusion; Situational Awareness
Ground Excursion Runway
Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action; Flight Crew Became Reoriented
Chart Or Publication; Environment - Non Weather Related; Airport
[We] approached JAC using ILS 19; weather clear and more then 10 mile visibility. Runway appeared clear and dry. Briefed Approach and landing runway using [Commercial] Flight Charts [we] referenced airport diagram for JAC. Diagram shows available runway landing of 6;300 FT. Diagram depicts A1 Taxiway at the end of the runway. Nowhere does the diagram show an overrun area extending beyond the usable runway. The assumption is the full length of the runway that would be visible is available to the end and the pilot would then exit on to A1. Upon touchdown within the first 500 FT of the runway; a smooth transition was made and thrust reversers deployed and moderate braking was applied. Landing and rollout was completely as expected and taxi speed was achieved within the first 5;500 FT of the runway. The remaining roll was continued with the expectation that a turn to the left would be made at the end of the visible runway. As we continued to the end we noticed the left side taxiways were covered in snow. There was no clear cut visual indication of where A1 began. The taxi diagram shows a wide taxiway area at A1. The assumption again by the [Commercial Chart] diagram is A1 would be at the end of the pavement. We noticed ramp personnel waving us to come in as we became parallel to them. The ramp area extends beyond what we learned is the end of the runway; I stopped the aircraft and looked hard to see that a taxiway was barely visible (due to covered in snow) off my left side. We needed to make a 180 degree turn as the clearest section appeared slightly behind us. When we asked the Tower for a 180 degree turn the Tower queried us if we were OK. We didn't understand his question at first as the landing through rollout was smooth and as expected. Upon further inquiries; we were advised we had overrun the end of the runway. We could not understand this as the diagram clearly depicts just the usable runway with a left turn on to A1 at the end. Again; on the chart there is no pictorial of any overrun that would look like a continuation of the runway. This clearly led us to continue taxi down the runway looking for A1 at the end. Additionally; once we were notified of the overrun; we had to look very hard to notice runway markings. The runway from threshold to end has very light/gray markings that blend into the environment. There is no clear indication of the overrun until you are already upon it. There is no damage to the aircraft or any indication we exceeded the runway. We did not enter the runoff area beyond 40 FT. We were at taxi speed when we apparently entered the area. The runoff area is a smooth transition from the runway and again appears to be continuous. We were advised another aircraft had a similar issue just 24 hours prior. The ATIS did not mention anything about any issues of rolling out to the end or possible overrun issues. [Commercial Chart] should show in there airport/runway diagram the overrun area. Apparently this is an issue at this airport. Runway markings need to be improved and advisory message included in the ATIS and or Tower instructions prior to landing. [Commercial Chart maker] needs to accurately depict the runway and environment.
Much to our surprise we looked down and could barely make out the very faded runway end and blast pad markings. There was no change in pavement texture; color; or grade. The blast pad area was also plowed and clear of any snow appearing to be dry and part of Runway 19. The [Commercial Chart] Airport Diagram indicates no pavement beyond the runway and A1 Taxiway. Taxiway A1 is depicted as a very wide taxiway and ending abeam the southern end of Runway 19's pavement. The assumption by the crew was that the runway ended at the end of the pavement as depicted on the diagram. The crew did concur on final approach that the runway markings were extremely faded on the clear and dry runway pavement. I would like to make a strong suggestion for the airport to repaint all runway markings that will be clearly visible by all.
An Air Taxi crew taxied on the JAC Runway 19 overrun because the Commercial Airport Diagram did not depict an overrun and then faded markings gave the overrun the appearance of a Runway continuation.