Narrative:

While descending to land at regina, canada (cyqr), we monitored the ATIS. The WX was reported as 12000 scattered visibility was better than 15 mi and the temperature was about 32 degrees F. The wind was 180 degree at 5 KTS and there was also frost reported on all runways. Since the wind was light and there was no ice on the runways, I decided to land on runway 8 instead of the active runway 13 because it was a straight in approach. Runway 13 is 7900 ft long and runway 8 is 6200 ft long. Approximately 1 mi from the threshold, the aircraft began to get high on the approach. I reacted by reducing power and lowering the nose of the aircraft. I managed to keep the aircraft established on glide path, but the speed had increased to vref plus 15 KTS. I continued to reduce power to bleed off the extra speed. We crossed the approach end of the runway and I reduced the power to idle. However, with the extra airspeed and with a tailwind (approximately 15 KTS) that I was unaware of, the aircraft did not touch down (at vref), until we were approximately 1/3 down the runway. I immediately extended the air brakes and applied the brakes. Initially the braking action was nil, then it began to improve. However, I was unable to stop in time. Probably due to the melting frost caused by the warming wind. The aircraft exited the runway end at approximately 60 KTS and came to rest about 100 yds in snow that was 6-8 inches deep. No one was injured and the aircraft sustained no damage.

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Original NASA ASRS Text

Title: RWY EXCURSION OFF THE END OF RWY.

Narrative: WHILE DSNDING TO LAND AT REGINA, CANADA (CYQR), WE MONITORED THE ATIS. THE WX WAS RPTED AS 12000 SCATTERED VISIBILITY WAS BETTER THAN 15 MI AND THE TEMP WAS ABOUT 32 DEGS F. THE WIND WAS 180 DEG AT 5 KTS AND THERE WAS ALSO FROST RPTED ON ALL RWYS. SINCE THE WIND WAS LIGHT AND THERE WAS NO ICE ON THE RWYS, I DECIDED TO LAND ON RWY 8 INSTEAD OF THE ACTIVE RWY 13 BECAUSE IT WAS A STRAIGHT IN APCH. RWY 13 IS 7900 FT LONG AND RWY 8 IS 6200 FT LONG. APPROX 1 MI FROM THE THRESHOLD, THE ACFT BEGAN TO GET HIGH ON THE APCH. I REACTED BY REDUCING PWR AND LOWERING THE NOSE OF THE ACFT. I MANAGED TO KEEP THE ACFT ESTABLISHED ON GLIDE PATH, BUT THE SPD HAD INCREASED TO VREF PLUS 15 KTS. I CONTINUED TO REDUCE PWR TO BLEED OFF THE EXTRA SPD. WE CROSSED THE APCH END OF THE RWY AND I REDUCED THE PWR TO IDLE. HOWEVER, WITH THE EXTRA AIRSPD AND WITH A TAILWIND (APPROX 15 KTS) THAT I WAS UNAWARE OF, THE ACFT DID NOT TOUCH DOWN (AT VREF), UNTIL WE WERE APPROX 1/3 DOWN THE RWY. I IMMEDIATELY EXTENDED THE AIR BRAKES AND APPLIED THE BRAKES. INITIALLY THE BRAKING ACTION WAS NIL, THEN IT BEGAN TO IMPROVE. HOWEVER, I WAS UNABLE TO STOP IN TIME. PROBABLY DUE TO THE MELTING FROST CAUSED BY THE WARMING WIND. THE ACFT EXITED THE RWY END AT APPROX 60 KTS AND CAME TO REST ABOUT 100 YDS IN SNOW THAT WAS 6-8 INCHES DEEP. NO ONE WAS INJURED AND THE ACFT SUSTAINED NO DAMAGE.

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.