Narrative:

I was the captain and pilot flying on flight to ogg. Following a routine flight to ogg; the destination weather was 6+ miles visibility; 6000 broken cloud layer; winds variable. We were vectored for an ILS/visual to runway 2. I hand flew a stable approach and experienced a wind shift from a left crosswind to a direct tailwind just prior to landing. As a result; I touched down a little longer than my aiming point of 1000 ft and just prior to main wheel contact the rops (runway overrun prevention system) alerted; 'runway too short'. I was aware of my position on the runway and knew that there was plenty of runway to continue the landing and slow the aircraft to taxi speed well prior to the end of runway as opposed to executing a G/a. I have been flying into ogg for the last 4 years and had a lot of experience with the ogg airport and its uniqueness. I also have over 3200 hours on the airbus and felt that the safety of flight was never in question. Following the touchdown I used full reverse and moderate braking which ensured we had plenty of remaining runway. We cleared the runway and taxied to the gate without incident. Once on the gate the first officer and I discussed the event and he also felt that although we did receive the rops alert; there was never any doubt to the safe operation of the aircraft.this event serves as a constant reminder that we as pilots operate in an ever changing environment and each and every flight requires we perform to the best of our abilities. Because this event took place on such short final; just prior to touchdown; there was not a lot of time to discuss what I felt was the best option with the first officer. I did; however; feel I was always operating the aircraft in a very safe manner and never had a doubt to the safe outcome of my actions. Had the rops provided the same alert farther out on the approach; I would [have] executed a G/a not knowing what changing dynamics might cause this alert on a stable approach.

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Original NASA ASRS Text

Title: Airbus flight crew reported receiving a 'runway too short' alert from the ROPS; but they were near touchdown and ignored it.

Narrative: I was the Captain and pilot flying on flight to OGG. Following a routine flight to OGG; the destination weather was 6+ miles visibility; 6000 broken cloud layer; winds variable. We were vectored for an ILS/Visual to runway 2. I hand flew a stable approach and experienced a wind shift from a left crosswind to a direct tailwind just prior to landing. As a result; I touched down a little longer than my aiming point of 1000 ft and just prior to main wheel contact the ROPS (Runway Overrun Prevention System) alerted; 'Runway Too Short'. I was aware of my position on the runway and knew that there was plenty of runway to continue the landing and slow the aircraft to taxi speed well prior to the end of runway as opposed to executing a G/A. I have been flying into OGG for the last 4 years and had a lot of experience with the OGG airport and its uniqueness. I also have over 3200 hours on the Airbus and felt that the safety of flight was never in question. Following the touchdown I used full reverse and moderate braking which ensured we had plenty of remaining runway. We cleared the runway and taxied to the gate without incident. Once on the gate the F/O and I discussed the event and he also felt that although we did receive the ROPS alert; there was never any doubt to the safe operation of the aircraft.This event serves as a constant reminder that we as pilots operate in an ever changing environment and each and every flight requires we perform to the best of our abilities. Because this event took place on such short final; just prior to touchdown; there was not a lot of time to discuss what I felt was the best option with the F/O. I did; however; feel I was always operating the aircraft in a very safe manner and never had a doubt to the safe outcome of my actions. Had the ROPS provided the same alert farther out on the approach; I would [have] executed a G/A not knowing what changing dynamics might cause this alert on a stable approach.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.