Narrative:

Was on a visual approach to runway xy into zz. This was backed up with ILS just for safety and visual reference to glideslope and localizer. Normal approach. Was visual and was flying right on the localizer as well as the glideslope. Was vref +10 on a 5 mile approach. Very smooth conditions coming in. Had been on the runway and landed two other times that same day on runway xx and had no issues with the runway. There was some snow on it and a little ice. Flew visually all the way down to the runway; was right on point with vref coming over the numbers. When I flared the plane floated a little bit and I landed about halfway down the runway. I went to beta and reverse thrust and this took about 3-5 seconds for the airplane to spool up and go into reverse thrust which is abnormal. We weren't slowing down and the reverse thrust was not working properly.my first officer called out the yellow lights (2000 feet to go). Reverse thrust still wasn't working properly and I had it in the full reverse detent. At the 1000 foot call out I had applied maximum braking to the aircraft; as it felt like we were slipping on ice. The left and right tires were blown out and I used rudder to maintain directional. We ended up about 5-10 feet off the runway with the aircraft tail still on the runway. As I had briefed in my emergency procedures; departure; approach procedures; we executed it the way it was briefed. As we barely slipped off the runway we had some snow at the end.the passengers were deplaned and moved away from the aircraft and active runway along with their bags after they were at a safe distance from the airplane (on taxiway). EMS showed up as well as the police and airport operations. There were no injuries to anybody on board and in fact a few passengers were laughing and said that it was a fun ride. There was no damage done to the aircraft at all. It needed two new tires as well as a landing light on the right hand side. There was also a one inch crack in the rh landing gear door that was replaced.between the contaminated runway and the mechanical issues of aircraft X I believe that this lead to sliding off the runway- primarily not being able to slow the aircraft because of the prop not working the way it should have. And having an icy runway did not help. In fact; a police officer slipped on the runway when he was talking to the passengers.I learned from the situation that it is very important to know the conditions of the runway. Although I had been in there earlier today and landed on the shorter runway (xx); at night it is hard to see what conditions you are in. I didn't consider a go around because I wasn't sure what condition the prop was in since it wasn't working properly when I tried to go to beta and max reverse thrust and didn't receive any response right away. With a short runway distance and the plane to slow to throw full thrust and try to make rotation speed; I believe I executed the safest option for all passengers on board the airplane. If we hadn't rotated and tried to go around; it could have ended in a fatal accident. I'm blessed and happy there were no injuries; no damages to the aircraft (other than two blown tires and a rh landing light from hitting one of the lights at the end of the runway threshold; that this was a success and everyone walked away and in good spirits.the next two days I had a chance to do run ups with maintenance as well as high speed taxiing using beta and reverse thrust. It was determined that the beta is messed up and needs a new beta block. Also; the overspeed governor was out of whack- it was at 1680 RPM instead of 1615 plus or minus 17. They checked the max reverse power and acceleration of the reverse- lag time should be about 1-3 seconds. Very minimal. Closer to the 1 second than the 3. The max reverse was taking about 3-5 seconds to kick in and the rpms were hunting and surging back and forth from 1550-1610 rpms in flight idle and 1530-1667 RPM in ground idle. It felt like we were actually launched forward with thrust versus the exact opposite of what should happen going into beta and max reverse thrust. The combination of the prop governors; needing a new beta block as well as the runway condition and what it was in was the result of sliding off the runway. I touched down within the first 3000 feet of the runway- I would say right around the halfway point (runway xy). For the future; coming into ZZZ at night in the winter- I feel I may have been able to use 30 degrees of flaps in the landing instead of a 15 degree flap landing- this would have resulted in a lower ref speed which wouldn't have hurt us coming in late at night. There may also have been a shift in winds as that is common in ZZZ this time of the year. The float of the airplane- even if it is little could affects the landing of the airplane. I wouldn't worry that much about finesse and a soft touchdown for the passengers on what is already a shorter runway. Putting the plane on the ground as soon and as safely as possible- with plenty of landing distance would have maybe saved us from landing a little long and going over the runway threshold into the snow a little bit. An extra 10 feet would have resulted in us not going over the runway at all. The plane was halfway still on the runway as it were- and we would have stopped before that. The skid marks were about 1200 feet measured when they took their measurements. That's a long way to skid. I believe the contaminated runway contributed to the difficulty in stopping (possibly black ice) and also the reverse thrust not working the way it should have and couldn't slow us down. We had pretty strong headwinds all day and didn't really need to use the max reverse thrust. It may also be beneficial to use it even with winds to make sure that it is working properly. We had 8 legs to fly that day and we completed 7 of them. I would have liked to have a closer examination of the RPM speeds and lack of it working the way it should. My first officer said that it seemed to be lagging a little earlier that day and he said he wasn't really sure; though. I more thorough and closer examination could have led to a write up sooner and had the airplane go into maintenance before completing any more flights. Safety is most important to me. Getting the passengers from a to B as safely as possible is what matters the most. I am happy to have learned from this situation and find that this experience has been positive and made me aware of ways I can improve and keep learning for the future.

Related reports:

Google
 

Original NASA ASRS Text

Title: PC-12 Captain reported the reverse thrust malfunctioned in snowy and icy conditions. This caused the aircraft to run off the end of the runway by about 5-10 feet.

Narrative: Was on a Visual approach to Runway XY into ZZ. This was backed up with ILS just for safety and Visual Reference to Glideslope and localizer. Normal approach. Was visual and was flying right on the localizer as well as the Glideslope. Was VREF +10 on a 5 mile approach. Very smooth conditions coming in. Had been on the runway and landed two other times that same day on Runway XX and had no issues with the runway. There was some snow on it and a little ice. Flew visually all the way down to the runway; was right on point with VREF coming over the numbers. When I flared the plane floated a little bit and I landed about halfway down the runway. I went to Beta and Reverse Thrust and this took about 3-5 seconds for the airplane to spool up and go into reverse thrust which is abnormal. We weren't slowing down and the reverse thrust was not working properly.My first officer called out the yellow lights (2000 feet to go). Reverse thrust still wasn't working properly and I had it in the full reverse detent. At the 1000 foot call out I had applied maximum braking to the aircraft; as it felt like we were slipping on ice. The left and right tires were blown out and I used rudder to maintain directional. We ended up about 5-10 feet off the runway with the aircraft tail still on the runway. As I had briefed in my emergency procedures; departure; approach procedures; we executed it the way it was briefed. As we barely slipped off the runway we had some snow at the end.The passengers were deplaned and moved away from the aircraft and active runway along with their bags after they were at a safe distance from the airplane (on taxiway). EMS showed up as well as the police and airport operations. There were no injuries to anybody on board and in fact a few passengers were laughing and said that it was a fun ride. There was no damage done to the aircraft at all. It needed two new tires as well as a landing light on the right hand side. There was also a one inch crack in the RH landing gear door that was replaced.Between the contaminated runway and the mechanical issues of Aircraft X I believe that this lead to sliding off the runway- primarily not being able to slow the aircraft because of the prop not working the way it should have. And having an icy runway did not help. In fact; a police officer slipped on the runway when he was talking to the passengers.I learned from the situation that it is very important to know the conditions of the runway. Although I had been in there earlier today and landed on the shorter runway (XX); at night it is hard to see what conditions you are in. I didn't consider a go around because I wasn't sure what condition the prop was in since it wasn't working properly when I tried to go to Beta and Max Reverse Thrust and didn't receive any response right away. With a short runway distance and the plane to slow to throw full thrust and try to make rotation speed; I believe I executed the safest option for all passengers on board the airplane. If we hadn't rotated and tried to go around; it could have ended in a fatal accident. I'm blessed and happy there were no injuries; no damages to the aircraft (other than two blown tires and a RH landing light from hitting one of the lights at the end of the runway threshold; that this was a success and everyone walked away and in good spirits.The next two days I had a chance to do run ups with maintenance as well as high speed taxiing using beta and reverse thrust. It was determined that the Beta is messed up and needs a new Beta block. Also; the overspeed governor was out of whack- it was at 1680 RPM instead of 1615 plus or minus 17. They checked the max reverse power and acceleration of the reverse- lag time should be about 1-3 seconds. Very minimal. Closer to the 1 second than the 3. The max reverse was taking about 3-5 seconds to kick in and the RPMs were hunting and surging back and forth from 1550-1610 RPMs in Flight Idle and 1530-1667 RPM in Ground Idle. It felt like we were actually launched forward with thrust versus the exact opposite of what should happen going into Beta and Max Reverse Thrust. The combination of the prop governors; needing a new beta block as well as the runway condition and what it was in was the result of sliding off the runway. I touched down within the first 3000 feet of the runway- I would say right around the halfway point (Runway XY). For the future; coming into ZZZ at night in the winter- I feel I may have been able to use 30 degrees of flaps in the landing instead of a 15 degree flap landing- this would have resulted in a lower ref speed which wouldn't have hurt us coming in late at night. There may also have been a shift in winds as that is common in ZZZ this time of the year. The float of the airplane- even if it is little could affects the landing of the airplane. I wouldn't worry that much about finesse and a soft touchdown for the passengers on what is already a shorter runway. Putting the plane on the ground as soon and as safely as possible- with plenty of landing distance would have maybe saved us from landing a little long and going over the runway threshold into the snow a little bit. An extra 10 feet would have resulted in us not going over the runway at all. The plane was halfway still on the runway as it were- and we would have stopped before that. The skid marks were about 1200 feet measured when they took their measurements. That's a long way to skid. I believe the contaminated runway contributed to the difficulty in stopping (possibly black ice) and also the reverse thrust not working the way it should have and couldn't slow us down. We had pretty strong headwinds all day and didn't really need to use the max reverse thrust. It may also be beneficial to use it even with winds to make sure that it is working properly. We had 8 legs to fly that day and we completed 7 of them. I would have liked to have a closer examination of the RPM speeds and lack of it working the way it should. My first officer said that it seemed to be lagging a little earlier that day and he said he wasn't really sure; though. I more thorough and closer examination could have led to a write up sooner and had the airplane go into maintenance before completing any more flights. Safety is most important to me. Getting the Passengers from A to B as safely as possible is what matters the most. I am happy to have learned from this situation and find that this experience has been positive and made me aware of ways I can improve and keep learning for the future.

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.