Narrative:

During the approach into jackson hole, the aircraft was set up to land south on runway 18 and to the left of moose lodge and its highway. The WX was clear with winds at 240/8 and outside air temperature 71 degrees F. The runway length was 6299 ft and field elevation was 6445 MSL. The ILS was tuned for this approach. Some adjustments were made to the airspeed as always because the winds move around. The approach was normal until the aircraft was below 50 ft. The plan touchdown point was 1000 ft, and the aircraft delayed its touchdown maybe as much as 2000 ft more than 1000 ft. All this took place under 50 ft. At about 30-20 ft and maybe lower than the 30-20 ft. When the aircraft stopped it was off the runway by 150 ft. It was not known that all that runway was used in the flare. On the walkaround after the airplane stopped, the brakes were not hot and the tires were not flat. Automatic brakes and spoilers were used and manual brakes were used after the nose wheel touchdown. Manual brakes were used in order to get the best braking (after nose wheel down). #4 brakes were used first for the automatic brakes setting. This was an large transport and the landing prior to this was done north a widebody transport aircraft. Both of these airplanes land and flare differently. It may have been a good widebody transport landing. 2 runway lights were hit and a couple of tires were out. It was unknown if a brake was changed. No passenger were harmed. The aircraft was flown by the captain. Manual maximum braking may not be that effective.

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Original NASA ASRS Text

Title: AN LGT ACR ACFT RAN OFF THE END OF THE RWY AFTER A LONG TOUCHDOWN.

Narrative: DURING THE APCH INTO JACKSON HOLE, THE ACFT WAS SET UP TO LAND S ON RWY 18 AND TO THE L OF MOOSE LODGE AND ITS HIGHWAY. THE WX WAS CLR WITH WINDS AT 240/8 AND OUTSIDE AIR TEMP 71 DEGS F. THE RWY LENGTH WAS 6299 FT AND FIELD ELEVATION WAS 6445 MSL. THE ILS WAS TUNED FOR THIS APCH. SOME ADJUSTMENTS WERE MADE TO THE AIRSPD AS ALWAYS BECAUSE THE WINDS MOVE AROUND. THE APCH WAS NORMAL UNTIL THE ACFT WAS BELOW 50 FT. THE PLAN TOUCHDOWN POINT WAS 1000 FT, AND THE ACFT DELAYED ITS TOUCHDOWN MAYBE AS MUCH AS 2000 FT MORE THAN 1000 FT. ALL THIS TOOK PLACE UNDER 50 FT. AT ABOUT 30-20 FT AND MAYBE LOWER THAN THE 30-20 FT. WHEN THE ACFT STOPPED IT WAS OFF THE RWY BY 150 FT. IT WAS NOT KNOWN THAT ALL THAT RWY WAS USED IN THE FLARE. ON THE WALKAROUND AFTER THE AIRPLANE STOPPED, THE BRAKES WERE NOT HOT AND THE TIRES WERE NOT FLAT. AUTO BRAKES AND SPOILERS WERE USED AND MANUAL BRAKES WERE USED AFTER THE NOSE WHEEL TOUCHDOWN. MANUAL BRAKES WERE USED IN ORDER TO GET THE BEST BRAKING (AFTER NOSE WHEEL DOWN). #4 BRAKES WERE USED FIRST FOR THE AUTO BRAKES SETTING. THIS WAS AN LGT AND THE LNDG PRIOR TO THIS WAS DONE N A WDB ACFT. BOTH OF THESE AIRPLANES LAND AND FLARE DIFFERENTLY. IT MAY HAVE BEEN A GOOD WDB LNDG. 2 RWY LIGHTS WERE HIT AND A COUPLE OF TIRES WERE OUT. IT WAS UNKNOWN IF A BRAKE WAS CHANGED. NO PAX WERE HARMED. THE ACFT WAS FLOWN BY THE CAPT. MANUAL MAX BRAKING MAY NOT BE THAT EFFECTIVE.

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.