Narrative:

We were on the last leg of a 4 flight day. There's no VOR/DME at the airport and we were being vectored for runway 19 ILS. At 300' AGL approach said runway 27 had just opened and asked if we would like the visibility. We were in the clouds and airport not in view, but said we would take vectors to it. At 200' AGL, 4 mi east from the runway and 180 KIAS, we saw the runway and cleared for the visibility to runway 27. The copilot dropped the landing gear and 40 flaps and began a descent of about 1500 FPM. It appeared we would land long, but not too badly. Over the runway end at about 200', the descent was slowed to 1200 FPM and T/D was made about 4000' down the runway at a normal T/D firmness and 140 KIAS. On T/D the spoiler deployed automatically, but then retracted. I immediately redeployed the spoilers while the copilot went to maximum thrust reverse. He began using the brakes at 120 KIAS, but not maximum until 1000' remaining and about 90 KIAS. At this time the antiskid began cycling. The aircraft stopped with the nose just in the overrun, but it appeared the nose gear was still on the payment. However, to turn the aircraft off the runway I wanted to make sure no end lights were in the way, so I used thrust reverse to back the aircraft about 3'. Tower was notified of the predicament. We asked if the runway was clear behind us and were assured it was. At the gate, the brakes heated to 190 degrees. The outbnd crew was told of the brake's temperature. We released the parking brake after ensuring chocks were in place to help cooling. Many mistakes were made in this scenario. We should have continued with the original plan to land on runway 19. When cleared for the visibility to runway 27, I was thinking a downwind to a landing, not a straight in, and should have had the copilot do a 360 degree turn to reorient and set the aircraft up better. A go around should have been done, but I knew it was a long runway. I forgot how slippery runways become near each end with landing rubber marks and runway markings. I shouldn't have been so flustered by the turn of events and trying to save face that I forgot common sense and backed the aircraft up.

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Original NASA ASRS Text

Title: CHANGE OF RWYS WITH VECTORS TO A VISUAL APCH SET FLT UP FOR A LONG LNDG. FO MADE NORMAL FLARE AND WAS LATE GETTING ON BRAKES. SPOILERS HAD TO BE REDEPLOYED. ACFT STOPPED ON VERY END OF RWY. CAPT BACKED UP ACFT IN ORDER TO MAKE TURN BACK ON THE RWY.

Narrative: WE WERE ON THE LAST LEG OF A 4 FLT DAY. THERE'S NO VOR/DME AT THE ARPT AND WE WERE BEING VECTORED FOR RWY 19 ILS. AT 300' AGL APCH SAID RWY 27 HAD JUST OPENED AND ASKED IF WE WOULD LIKE THE VIS. WE WERE IN THE CLOUDS AND ARPT NOT IN VIEW, BUT SAID WE WOULD TAKE VECTORS TO IT. AT 200' AGL, 4 MI E FROM THE RWY AND 180 KIAS, WE SAW THE RWY AND CLRED FOR THE VIS TO RWY 27. THE COPLT DROPPED THE LNDG GEAR AND 40 FLAPS AND BEGAN A DSNT OF ABOUT 1500 FPM. IT APPEARED WE WOULD LAND LONG, BUT NOT TOO BADLY. OVER THE RWY END AT ABOUT 200', THE DSNT WAS SLOWED TO 1200 FPM AND T/D WAS MADE ABOUT 4000' DOWN THE RWY AT A NORMAL T/D FIRMNESS AND 140 KIAS. ON T/D THE SPOILER DEPLOYED AUTOMATICALLY, BUT THEN RETRACTED. I IMMEDIATELY REDEPLOYED THE SPOILERS WHILE THE COPLT WENT TO MAX THRUST REVERSE. HE BEGAN USING THE BRAKES AT 120 KIAS, BUT NOT MAX UNTIL 1000' REMAINING AND ABOUT 90 KIAS. AT THIS TIME THE ANTISKID BEGAN CYCLING. THE ACFT STOPPED WITH THE NOSE JUST IN THE OVERRUN, BUT IT APPEARED THE NOSE GEAR WAS STILL ON THE PAYMENT. HOWEVER, TO TURN THE ACFT OFF THE RWY I WANTED TO MAKE SURE NO END LIGHTS WERE IN THE WAY, SO I USED THRUST REVERSE TO BACK THE ACFT ABOUT 3'. TWR WAS NOTIFIED OF THE PREDICAMENT. WE ASKED IF THE RWY WAS CLR BEHIND US AND WERE ASSURED IT WAS. AT THE GATE, THE BRAKES HEATED TO 190 DEGS. THE OUTBND CREW WAS TOLD OF THE BRAKE'S TEMP. WE RELEASED THE PARKING BRAKE AFTER ENSURING CHOCKS WERE IN PLACE TO HELP COOLING. MANY MISTAKES WERE MADE IN THIS SCENARIO. WE SHOULD HAVE CONTINUED WITH THE ORIGINAL PLAN TO LAND ON RWY 19. WHEN CLRED FOR THE VIS TO RWY 27, I WAS THINKING A DOWNWIND TO A LNDG, NOT A STRAIGHT IN, AND SHOULD HAVE HAD THE COPLT DO A 360 DEG TURN TO REORIENT AND SET THE ACFT UP BETTER. A GAR SHOULD HAVE BEEN DONE, BUT I KNEW IT WAS A LONG RWY. I FORGOT HOW SLIPPERY RWYS BECOME NEAR EACH END WITH LNDG RUBBER MARKS AND RWY MARKINGS. I SHOULDN'T HAVE BEEN SO FLUSTERED BY THE TURN OF EVENTS AND TRYING TO SAVE FACE THAT I FORGOT COMMON SENSE AND BACKED THE ACFT UP.

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.