Narrative:

I was a captain on flight from dtw to cle. I was flying with a new first officer (60 hours in aircraft) and he was the PF on this trip segment. Reported WX at cle was 800 overcast, 2 mi visibility rain and fog 67 degree/65 degree reported and wind 110 degree/8 KT (actual ceiling was 500' by other aircraft after our incident). We were cleared to fly the ILS to 23L (G/south out of service) and sidestep to 23R for landing (VASI out of service for 23R). We were also instructed to hold 170 KTS to the marker. With a tailwind and no G/south information, the nonprecision approach needed to be timely and precisely flown because the mdt loses airspeed slowly. My first mistake was that I did not fly the approach instead of my inexperienced first officer. I had to help him a great deal on the approach, but it was not well flown and we broke out high, about 1/2 mi out, with both runways in sight. Instead of either of us calling for a missed approach, I selected fuel flaps and told him to take it down for a landing. We easily transitioned to runway 23R, but plus 15 KT over end of runway. I then took the aircraft and landed halfway down the runway (6700' total length), flat-planed the propellers and used full braking. We stopped near the end of the runway with no loss of directional control. Tower reported blue smoke passing forward of the right wing which we observed. It was a smooth landing and smooth stop. I thought our brakes had locked as I couldn't get off the runway. Tower sent crash vehs and I made an announcement to the passengers to this effect. Our F/a reported we had blown 3 tires. We left engines running for 25 mins until vans arrived to pick up passengers. After the passengers were gone, I did an exterior inspection and noted all four main tires failed with rim damage on both right rims. We were then debriefed by the FAA. Aside from the poorly flown approach, neither flight officer called for a go around and I as captain, committed myself to a landing under unfavorable circumstances, very poor judgement. Supplemental information from acn 154721. We broke out of the broken cloud layer approximately 1500' MSL 500-700' AGL over the end of runway 23L. I feel that I should have been more vocal to the captain of my concern. A first officer like myself should not be intimidated by 4 stripes and 'speak up' when things don't look good.

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Original NASA ASRS Text

Title: ACR MDT LAND LONG AND HOT AT CLE BLOWING 4 MAIN GEAR TIRES.

Narrative: I WAS A CAPT ON FLT FROM DTW TO CLE. I WAS FLYING WITH A NEW F/O (60 HRS IN ACFT) AND HE WAS THE PF ON THIS TRIP SEGMENT. RPTED WX AT CLE WAS 800 OVCST, 2 MI VIS RAIN AND FOG 67 DEG/65 DEG RPTED AND WIND 110 DEG/8 KT (ACTUAL CEILING WAS 500' BY OTHER ACFT AFTER OUR INCIDENT). WE WERE CLRED TO FLY THE ILS TO 23L (G/S OUT OF SVC) AND SIDESTEP TO 23R FOR LNDG (VASI OUT OF SVC FOR 23R). WE WERE ALSO INSTRUCTED TO HOLD 170 KTS TO THE MARKER. WITH A TAILWIND AND NO G/S INFO, THE NONPRECISION APCH NEEDED TO BE TIMELY AND PRECISELY FLOWN BECAUSE THE MDT LOSES AIRSPD SLOWLY. MY FIRST MISTAKE WAS THAT I DID NOT FLY THE APCH INSTEAD OF MY INEXPERIENCED F/O. I HAD TO HELP HIM A GREAT DEAL ON THE APCH, BUT IT WAS NOT WELL FLOWN AND WE BROKE OUT HIGH, ABOUT 1/2 MI OUT, WITH BOTH RWYS IN SIGHT. INSTEAD OF EITHER OF US CALLING FOR A MISSED APCH, I SELECTED FUEL FLAPS AND TOLD HIM TO TAKE IT DOWN FOR A LNDG. WE EASILY TRANSITIONED TO RWY 23R, BUT PLUS 15 KT OVER END OF RWY. I THEN TOOK THE ACFT AND LANDED HALFWAY DOWN THE RWY (6700' TOTAL LENGTH), FLAT-PLANED THE PROPS AND USED FULL BRAKING. WE STOPPED NEAR THE END OF THE RWY WITH NO LOSS OF DIRECTIONAL CTL. TWR RPTED BLUE SMOKE PASSING FORWARD OF THE R WING WHICH WE OBSERVED. IT WAS A SMOOTH LNDG AND SMOOTH STOP. I THOUGHT OUR BRAKES HAD LOCKED AS I COULDN'T GET OFF THE RWY. TWR SENT CRASH VEHS AND I MADE AN ANNOUNCEMENT TO THE PAXS TO THIS EFFECT. OUR F/A RPTED WE HAD BLOWN 3 TIRES. WE LEFT ENGS RUNNING FOR 25 MINS UNTIL VANS ARRIVED TO PICK UP PAXS. AFTER THE PAXS WERE GONE, I DID AN EXTERIOR INSPECTION AND NOTED ALL FOUR MAIN TIRES FAILED WITH RIM DAMAGE ON BOTH R RIMS. WE WERE THEN DEBRIEFED BY THE FAA. ASIDE FROM THE POORLY FLOWN APCH, NEITHER FLT OFFICER CALLED FOR A GO AROUND AND I AS CAPT, COMMITTED MYSELF TO A LNDG UNDER UNFAVORABLE CIRCUMSTANCES, VERY POOR JUDGEMENT. SUPPLEMENTAL INFO FROM ACN 154721. WE BROKE OUT OF THE BROKEN CLOUD LAYER APPROX 1500' MSL 500-700' AGL OVER THE END OF RWY 23L. I FEEL THAT I SHOULD HAVE BEEN MORE VOCAL TO THE CAPT OF MY CONCERN. A F/O LIKE MYSELF SHOULD NOT BE INTIMIDATED BY 4 STRIPES AND 'SPEAK UP' WHEN THINGS DON'T LOOK GOOD.

Data retrieved from NASA's ASRS site as of July 2007 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.