Air carrier light transport suffers a near runway excursion after landing procedure landing overshot...

Narrative:

I was flying be-1900C cmh-cak, we had tried to call our company 10 mins out but didn't get an answer. As we got closer to airport I asked first officer to try another call. We had asked to stay high for staying above some clouds with rain showers (turbulence). While first officer was on #2 communication we got cleared for the VOR 5 and contact tower we were 15 mi out at 7000 MSL. Everything was set up for the approach. I reduced power and started a shallow descent. First officer got back and I informed him that we were cleared for the approach and to contact tower. He said we could go all the way down to MDA and I realized we were high. I selected flight idle and we got a visual with the airport. Tower was contacted and we were cleared to land runway 5. I asked for propellers full forward. Flaps 1 was selected and gear down. Final checklist also completed. GPWS called for 'to lower flaps' and I asked for flaps 2. It was looking good now only a little high but fast. GPWS said 'sink rate, sink rate.' I shallowed descent and reached ground effect. First officer asked 'do you want flaps twice' and I said yes. The airplane was floating forever it felt. First officer called out and a little after we touched down, first officer called out 1500 ft left and I selected full reverse (company policy: we don't use it). Runway was wet and I didn't rely on only braking. Got out of reverse when I realized I was gonna be able to stop. Stopped at the end of the runway end. Selected 1 engine reverse and 1 power forward, turned off onto taxiway. We made it to stop on the runway, but it felt uncomfortable to me what about if 1 brake wouldn't have worked or if reverse wouldn't have worked or both. After we got to the gate and unloaded passenger. I talked to first officer and told him again that if he sees something he doesn't like to call it out to me. I'm not fail free and it is a team work to fly an aircraft. He said he didn't doubt that we wouldn't make it (I) before the end of the runway. I think the whole problem started when I decided not to fly the profile in a company procedure way: stay high out of turbulence. Didn't think we were that close to the airport. First officer's try to contact company also too close to airport, but we were still at cruise altitude of 2000 ft MSL. These things call to company at higher speeds on a rfh than on profile. Happen a lot though, especially when we have short legs, are in a hurry to make our block times so we keep the speed up. When the airplane reached ground effect at 140 KIAS and not on correct glide path was when I made the mistake in not going around. Instead I asked for full flaps which made the plane even flare a little longer. I have done go around's before many times when things haven't been right so it wasn't that I don't do go around's. 5 KTS straight crosswind maybe 1 or 2 KTS tailwind probably didn't help, but wasn't the main problem if it would have been a normal approach. I learned from it and I'm happy that it wasn't closer to accident/incident that it was. I would like for other pilots to know that an almost normal approach didn't finish almost normally. Also like to see if there is something for me to learn from others.

Original NASA ASRS Text

Title: ACR LTT SUFFERS A NEAR RWY EXCURSION AFTER LNDG PROC LNDG OVERSHOT DURING A DEV FROM THE STABILIZED APCH CONCEPT. LACK OF FLC PLANNING INFLT. LOSS OF FOCUS.

Narrative: I WAS FLYING BE-1900C CMH-CAK, WE HAD TRIED TO CALL OUR COMPANY 10 MINS OUT BUT DIDN'T GET AN ANSWER. AS WE GOT CLOSER TO ARPT I ASKED FO TO TRY ANOTHER CALL. WE HAD ASKED TO STAY HIGH FOR STAYING ABOVE SOME CLOUDS WITH RAIN SHOWERS (TURB). WHILE FO WAS ON #2 COM WE GOT CLRED FOR THE VOR 5 AND CONTACT TWR WE WERE 15 MI OUT AT 7000 MSL. EVERYTHING WAS SET UP FOR THE APCH. I REDUCED PWR AND STARTED A SHALLOW DSCNT. FO GOT BACK AND I INFORMED HIM THAT WE WERE CLRED FOR THE APCH AND TO CONTACT TWR. HE SAID WE COULD GO ALL THE WAY DOWN TO MDA AND I REALIZED WE WERE HIGH. I SELECTED FLT IDLE AND WE GOT A VISUAL WITH THE ARPT. TWR WAS CONTACTED AND WE WERE CLRED TO LAND RWY 5. I ASKED FOR PROPS FULL FORWARD. FLAPS 1 WAS SELECTED AND GEAR DOWN. FINAL CHKLIST ALSO COMPLETED. GPWS CALLED FOR 'TO LOWER FLAPS' AND I ASKED FOR FLAPS 2. IT WAS LOOKING GOOD NOW ONLY A LITTLE HIGH BUT FAST. GPWS SAID 'SINK RATE, SINK RATE.' I SHALLOWED DSCNT AND REACHED GND EFFECT. FO ASKED 'DO YOU WANT FLAPS TWICE' AND I SAID YES. THE AIRPLANE WAS FLOATING FOREVER IT FELT. FO CALLED OUT AND A LITTLE AFTER WE TOUCHED DOWN, FO CALLED OUT 1500 FT L AND I SELECTED FULL REVERSE (COMPANY POLICY: WE DON'T USE IT). RWY WAS WET AND I DIDN'T RELY ON ONLY BRAKING. GOT OUT OF REVERSE WHEN I REALIZED I WAS GONNA BE ABLE TO STOP. STOPPED AT THE END OF THE RWY END. SELECTED 1 ENG REVERSE AND 1 PWR FORWARD, TURNED OFF ONTO TXWY. WE MADE IT TO STOP ON THE RWY, BUT IT FELT UNCOMFORTABLE TO ME WHAT ABOUT IF 1 BRAKE WOULDN'T HAVE WORKED OR IF REVERSE WOULDN'T HAVE WORKED OR BOTH. AFTER WE GOT TO THE GATE AND UNLOADED PAX. I TALKED TO FO AND TOLD HIM AGAIN THAT IF HE SEES SOMETHING HE DOESN'T LIKE TO CALL IT OUT TO ME. I'M NOT FAIL FREE AND IT IS A TEAM WORK TO FLY AN ACFT. HE SAID HE DIDN'T DOUBT THAT WE WOULDN'T MAKE IT (I) BEFORE THE END OF THE RWY. I THINK THE WHOLE PROB STARTED WHEN I DECIDED NOT TO FLY THE PROFILE IN A COMPANY PROC WAY: STAY HIGH OUT OF TURB. DIDN'T THINK WE WERE THAT CLOSE TO THE ARPT. FO'S TRY TO CONTACT COMPANY ALSO TOO CLOSE TO ARPT, BUT WE WERE STILL AT CRUISE ALT OF 2000 FT MSL. THESE THINGS CALL TO COMPANY AT HIGHER SPDS ON A RFH THAN ON PROFILE. HAPPEN A LOT THOUGH, ESPECIALLY WHEN WE HAVE SHORT LEGS, ARE IN A HURRY TO MAKE OUR BLOCK TIMES SO WE KEEP THE SPD UP. WHEN THE AIRPLANE REACHED GND EFFECT AT 140 KIAS AND NOT ON CORRECT GLIDE PATH WAS WHEN I MADE THE MISTAKE IN NOT GOING AROUND. INSTEAD I ASKED FOR FULL FLAPS WHICH MADE THE PLANE EVEN FLARE A LITTLE LONGER. I HAVE DONE GAR'S BEFORE MANY TIMES WHEN THINGS HAVEN'T BEEN RIGHT SO IT WASN'T THAT I DON'T DO GAR'S. 5 KTS STRAIGHT XWIND MAYBE 1 OR 2 KTS TAILWIND PROBABLY DIDN'T HELP, BUT WASN'T THE MAIN PROB IF IT WOULD HAVE BEEN A NORMAL APCH. I LEARNED FROM IT AND I'M HAPPY THAT IT WASN'T CLOSER TO ACCIDENT/INCIDENT THAT IT WAS. I WOULD LIKE FOR OTHER PLTS TO KNOW THAT AN ALMOST NORMAL APCH DIDN'T FINISH ALMOST NORMALLY. ALSO LIKE TO SEE IF THERE IS SOMETHING FOR ME TO LEARN FROM OTHERS.

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.

Attributes
ACN	270634
Time
Date	199404
Day	Sat
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : cak
State Reference	OH
Altitude	agl bound lower : 0 agl bound upper : 0
Environment
Flight Conditions	Marginal
Light	Daylight
Aircraft 1
Controlling Facilities	artcc : czqm
Operator	common carrier : air carrier
Make Model Name	Beech 1900
Operating Under FAR Part	Part 135
Flight Phase	descent : approach descent other landing other
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : cfi pilot : atp
Experience	flight time last 90 days : 200 flight time total : 6050 flight time type : 1400
ASRS Report	270634
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : instrument pilot : commercial
Events
Anomaly	inflight encounter : weather non adherence : far non adherence other other anomaly other anomaly other
Independent Detector	other flight crewa
Resolutory Action	other
Consequence	other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Air carrier light transport suffers a near runway excursion after landing procedure landing overshot during a deviation from the stabilized approach concept. Lack of flight crew planning in-flight. Loss of focus.